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Rata win LOCOMOTIVE. WORKS. 


ILLUSTRATED CATALOGUE 


OF 


LOCOMOTIVES. 


WiespoAd ROE): °C.0; 


PRICADELPHIA: 


MATTHEW BAIRD, EDWARD H. WILLIAMS, 


GEORGE BURNHAM, WILLIAM P. HENSZEY, 


| 
CHARLES T. PARRY, | EDWARD LONGSTRETH. 


se oo 


PRESS OF 


Joo eh NiC.OT T= & CO.,, 


PHILADELPHIA. 








Sick Ct 


OF THE 


BALDWIN LOCOMOTIVE WORKS 


oa 


Tue BaLpwin Locomotive Works dates its origin from the inception of 
steam railroads in America. Called into existence by the early requirements 
of the railroad interests of the country, it has grown with their growth and kept 
pace with their progress. It has reflected in its career the successive stages of 
American railroad practice, and has itself contributed largely to the develop- 
ment of the locomotive as it exists to-day. A history of the Baldwin Loco- 
motive Works, therefore, is, in a great measure, a record of the progress of 
locomotive engineering in this country, and as such cannot fail to be of interest 
to all who are concerned in this important element of our material progress. 

Marruias W. Batpwin, the founder of the establishment, learned the trade 
of a jeweler, and entered the service of Fletcher & Gardiner, Jewelers and Sil- 
versmiths, Philadelphia, in 1817. Two years later he opened a small! shop, in 
the same line of business, on his own account. The demand for articles of this 
character falling off, however, he formed a partnership, in 1825, with David 
Mason, a machinist, in the manufacture of bookbinders’ tools and cylinders for 
calico-printing. Their shop was in a small alley which runs north from 
Walnut Street, above Fourth. They afterwards removed to Minor Street, 
below Sixth. The business was so successful that steam-power became neces- 
sary in carrying on their manufactures, and an engine was bought for the 
purpose. This proving unsatisfactory, Mr. Baldwin decided to design and con- 
struct one which should be specially adapted to the requirements of his shop. 
One of these requirements was that it should occupy the least possible space, 
and this was met by the construction of an upright engine on a novel and 
ingenious plan. Ona bed-plate about five feet square an upright cylinder was 
placed; the piston-rod connected to a cross-bar having two legs, turned down- 
ward, and sliding in grooves on the sides of the cylinder, which thus formed the 
guides. To the sides of these legs, at their lower ends, was connected by pivots 
an inverted U-shaped frame, prolonged at the arch into a single rod, which took 
hold of the crank of a fly-wheel carried by upright standards on the bed-plate. 
It will be seen that the length of the ordinary separate guide-bars was thus 
saved, and the whole engine was brought within the smallest possible compass. 
The design of the machine was not only unique, but its workmanship was so 
excellent, and its efficiency so great, as readily to procure for Mr. Baldwin 


2 (5) 





6 “ILLUSTRATED CATALOGUE. 





orders for additional stationary engines. His attention was thus turned to steam 
engineering, and the way was prepared for his grappling with the problem of 
the locomotive when the time should arrive. 

This original stationary engine, constructed prior to 1830, has been in almost 
constant service since its completion, and at this day is still in use, furnishing 
all the power required to drive the machinery in the erecting-shop of the 
present works. The visitor who beholds it quietly performing its regular duty 
in a corner of the shop, may justly regard it with considerable interest, as in all 
probability the indirect foundation of the Baldwin Locomotive Works, and per- 
mitted still to contribute to the operation of the mammoth industry which it 
was instrumental in building up. 

The manufacture of stationary steam-engines thus took a prominent place in 
the establishment, and Mr. Mason shortly afterward withdrew from the business. 

In 1829-30 the use of steam as a motive power on railroads had begun to 
engage the attention of American engineers. A few locomotives had been 
imported from England, and one (which, however, was not successful) had been 
constructed ‘at the West Point Foundry, in New York City. To gratify the 
public interest in the new motor, Mr. Franklin Peale, then proprietor of the 
Philadelphia Museum, applied to Mr. Baldwin to construct a miniature locomo- 
tive for exhibition in his establishment. With the aid only of the imperfect 
published descriptions and sketches of the locomotives which had taken part 
in the Rainhill competition in England, Mr. Baldwin undertook the work, and 
on the 25th of April, 1831, the miniature locomotive was put in motion on 
a circular track made of pine boards covered with hoop iron, in the rooms of 
the Museum. Two small cars, containing seats for four passengers, were 
attached to it, and thé novel spectacle attracted crowds of admiring spectators. 
Both anthracite and pine-knot coal were used as fuel, and the exhaust steam 
was discharged into the chimney, thus utilizing it to increase the draught. 

The success of the model was such that, in the same year, Mr. Baldwin 
received an order for a locomotive from the Philadelphia, Germantown and 
Norristown Railroad Company, whose short line of six miles to Germantown 
was operated by horse-power. The Camden and Amboy Railroad Company - 
had shortly before imported a locomotive from England, which was stored in a 
shed at Bordentown. It had not yet been put together; but Mr. Baldwin, in 
company with his friend, Mr. Peale, visited the spot, inspected the detached 
parts, and made a few memoranda of some of its principal dimensions. Guided 
by these figures and his experience with the Peale model, Mr. Baldwin com- 
menced the task. The difficulties to be overcome in filling the order can hardly 
be appreciated at this day. There were few mechanics competent to do any 
part of the work on a locomotive.. Suitable tools were with difficulty obtain- 
able. Cylinders were bored by a chisel fixed in a block of wood and turned by 
hand. Blacksmiths able to weld a bar of iron exceeding one and one-quarter 
inches in thickness, were few, or not to be had. It was necessary for Mr. 
Baldwin to do much of the work with his own hands, to educate the workmen 
who assisted him, and to improvise tools for the various processes. 


BALDWIN LOCOMOTIVE WORKS. 





The work was prosecuted, nevertheless, under all these difficulties, and the 
locomotive was finally completed, christened the “Old Ironsides,” and tried on 
the road, November 23, 1832. The circumstances of the trial are fully pre- 
served, and are given, further on, in the extracts from the journals of the day. 
Despite some imperfections, naturally occurring in a first effort, and which were 
afterward, to a great extent, remedied, the engine was, for that early day, a 
marked and gratifying success. It was put at once into service, as appears from 
the Company’s advertisement three days after the trial, and did duty on the 
Germantown road and others for over a score of years. 

The “Ironsides” was a four-wheeled engine, modeled essentially on the English 
practice of that day, as shown in the “Planet” class, and weighed, in running 
order, something over five 
tons. The rear or driving- 
wheels were fifty-four inches 
in diameter on a crank-axle 
placed in front of the fire-box. 
The cranks were thirty-nine 
inches from centre to centre. 
The front/wheels, which were 
simply carrying wheels, were 
forty-five inches in diameter, 
onan axle placed just back of 
the cylinders. The cylinders 
werenineandone-halfinches - 
in diameter by eighteen 
inches stroke, and were at- 
tached horizontally to the outside of the smoke-box, which was D-shaped, with 
the sides receding inwardly, so as to bring the centre line of each cylinder in 
line with the centre of the crank. The wheels were made with heavy cast-iron 
hubs, wooden spokes and rims, and wrought-iron tires. The frame was of wood, 
placed outside the wheels. The boiler was thirty inches in diameter, and con- 
tained seventy-two copper flues, one and one-half inches in diameter and seven 
feet long. The tender was a four-wheeled platform, with wooden sides and back, 
carrying an iron box for a water-tank, inclosed in a wooden casing, and with a 
space for fuel in front. The engine had no cab. The valve-motion was given 
by a single loose eccentric for each cylinder, placed on the axle between the 
crank and the hub of the wheel.. On the inside of the eccentric was a half- 
circular slot, running half-way around. A stop was fastened to the axle at the 
arm of the crank, terminating in a pin which projected into the slot. This pin 
would thus hold the eccentric. at one end or the other of the half-circular slot, 
and the engine was reversed by moving the eccentric about the axle, by means 
of movable hand-levers set in sockets in the rock-shafts, until it was arrested 
and held by the pin at one end or the other of the slot. The rock-shafts, which 
were under the footboard, had arms above and below, and the eccentric-straps 
had each a forked rod, with a hook, or an upper and lower latch or pin, at 











Fig. 1.—Tue “‘Oxp IRonsIpEs,”’ 1832. 








8 ILLUSTRATED CATALOGUE. 





their extremities, to engage with the upper or lower arm of the rock-shaft. 
The eccentric-rods were raised or lowered by a double treadle, so as*to 
connect with the upper or lower arm of the rock-shaft, according as forward 
or backward gear was desired. A peculiarity in the exhaust of the “Ironsides”’ 
was that there was only a single straight pipe running across from one cylinder 
to the other, with an opening in the upper side of the pipe, midway between 
the cylinders, to which was attached at right angles the perpendicular pipe into 
the chimney. The cylinders, therefore, exhausted against each other; and it was 
found, after the engine had been put in use, that this was a serious objection. 
This defect was afterwards remedied by turning each exhaust-pipe upward into 
the chimney, substantially as is now done. The steam-joints were made with 
canvas and red-lead, as was the practice in English locomotives, and in conse- 
quence much trouble was caused, from time to time, by leaking. 

The price of the engine was to have been $4000, but some difficulty was 
found in procuring a settlement. The Company claimed that the engine did 
not perform according to contract; and objection was also made to some of the 
defects alluded to. After these had been correctéd as far as possible, however, 
Mr. Baldwin finally succeeded in effecting a compromise settlement, and received 
from the Company $3500 for the machine. 

We are indebted for the sketch of the “Ironsides” from which the accom- 
panying cut is produced, as well as for other valuable particulars in regard to 
the engine, to Mr. H. R. Campbell, who was the Chief Engineer of the German- 
town and Norristown Railroad when the “Ironsides” was placed in service, 
and who is thoroughly familiar with all the facts in regard to the engine. Much 
of the success of the machine was due to his exertions, as, while the President 
of the Company was inclined to reject it as defective, Mr. Campbell was earnest 
in his efforts to correct its imperfections, and his influence CoG largely 
to retain the engine on the road. 

The results of the trial and the impression produced by it on the public mind 
may be gathered from the following extracts from the newspapers of the day: 


The United States Gazette of Nov. 24th, 1832, remarks: 


“A most gratifying experiment was made yesterday afternoon on the Philadelphia, Ger- 
mantown and Norristown Railroad. The beautiful locomotive engine and tender, built by 
Mr. Baldwin, of this city, whose reputation as an ingenious machinist is well known, were 
for the first time placed on the road. The engine traveled about six miles, working with 
perfect accuracy and ease in all its parts, and with great velocity.” 


The Chronicle of the same date noticed the trial more at length, as follows: 


“Tt gives us pleasure to state that the locomotive engine built by our townsman, M. W. 
Baldwin, has proved highly successful. In the presence of several gentlemen of science 
and information on such subjects, the engine was yesterday placed upon the road for the first 
time. All her parts had been previously highly finished and fitted together in Mr. Baldwin's 
factory. She was taken apart on Tuesday and removed to the Company’s depot, and yester- 
day morning she was completely together, ready for travel. After the regular passenger cars 
had arrived from Germantown in the afternoon, the tracks being clear, preparation was made 
for her starting. The placing fire in the furnace and raising steam occupied twenty minutes. 
The engine (with her tender) moved from the depot in beautiful style, working with great 








BALDWIN LOCOMOTIVE WORKS. 9 





ease and uniformity. She proceeded about half a mile beyond the Union Tavern, at the 
township line, and returned immediately, a distance of six miles, at a speed of about twenty- 
eight miles to the hour, her speed having been slackened at all the road crossings, and it being 
after dark, but a portion of her power was used. It is needless tosay that the spectators were 
delighted. From this experiment there is every reason to believe this engine will draw thirty 
tons gross, at an average speed of forty miles an hour, on a level road. The principal supe- 
riority of the engine over any of the English ones known, consists in the light weight,—which 
is but between four and five tons,—her small bulk, and the simplicity of her working machinery. 
We rejoice at the result of this experiment, as it conclusively shows that Philadelphia, always 
famous for the skill of her mechanics, is enabled to produce steam-engines for railroads com- 
bining so many superior qualities as to warrant the belief that her mechanics will hereafter 
supply nearly all the public works of this description in the country.” 


On subsequent trials, the “Ironsides” attained a speed of thirty miles per 
hour, with its usual train attached. So great were the wonder and curiosity 
which attached to such a prodigy, that people flocked to see the marvel, and 
eagerly bought the privilege of riding after the strange monster. The officers 
of the road were not slow to avail themselves of the public interest to increase 
their passenger receipts, and the following advertisement from Poulson’s Amert- 
can Daily Advertiser of Nov. 26, 1832, will show that as yet they regarded the 
new machine rather as a curiosity and a bait to allure travel than as a practical, 
every-day servant: 


‘‘ NoricE.—The locomotive engine (built by M. W. Baldwin, of this city) will depart daily , 
when the weather zs fair, with a train of passenger cars. On rainy days horses will be 
attached.” 


This announcement did not mean that in wet weather horses would be attached 
to the locomotive to aid it in drawing the train, but that the usual horse-cars 
would be employed in making the trips upon the road without the engine. 

Upon making the first trip to Germantown with a passenger train with the 
Ironsides, one of the drivers slipped upon the axle, causing the wheels to 
track less than the gauge of the road and drop in between the rails. It was 
also discovered that the valve arrangement of the pumps was defective, and they 
failed to supply the boiler with water. The shifting of the driving-wheel upon 
the axle fastened the eccentric, so that it would not operate in backward mo- 
tion. These mishaps caused delay, and prevented the engine from reaching its 
destination, to the great disappointment of all concerned. They were corrected 
in a few days, and the machine was used in experimenting upon its efficiency, 
making occasional trips with trains to Germantown. The road had an ascend- 
ing grade, nearly uniform, of thirty-two feet per mile, and for the last half-mile 
of forty-five feet per mile, and it was found that the engine was too light for the 
business of the road upon these grades. 

Such was Mr. Baldwin’s first locomotive; and it is related of him that his 
discouragement at the difficulties which he had undergone in building it and in 
finally procuring a settlement for it was such that he remarked to one of his 
friends, with much decision, ‘“ That is our last locomotive.” 

It was some time before he received an order for another, but meanwhile the 











Io ILLUSTRATED CATALOGUE. 





subject had become singularly fascinating to him, and occupied his mind so fully 
that he was eager to work out his new ideas in a tangible form. 

Shortly after the “ Ironsides” had been placed on the Germantown road, Mr. 
E. L. Miller, of Charleston, S. C., came to Philadelphia and made a careful 
examination of the machine. Mr. Miller had, in 1830, contracted to furnish a 
locomotive to the Charleston and Hamburg Railroad Company, and accordingly 
the engine “Best Friend” had been built under his direction at the West Point 
Foundry, New York. After inspecting the “Ironsides,:’ he suggested to Mr. 
Baldwin to visit the Mohawk and Hudson Railroad and examine an English 
locomotive which had been placed on that road in July, 1831, by Messrs. 
Robert Stephenson & Co., of Newcastle, England. It was originally a four- 
wheeled engine of the “Planet” type, with horizontal cylinders and crank-axle. 
The front wheels of this engine were removed about a year after the machine 
was put at work, anda four-wheeled swiveling or “bogie” truck substituted. The 
result of Mr. Baldwin’s investigations was the adoption of this 
design, but with some important improvements. Among these 
was the “half-crank,’ which he devised on his return from this 
trip, and which he patented September 10, 1834. In this form 
of crank, shown in Figure 2, the outer arm is omitted, and the 
wrist is fixed ina spoke of the wheel. In other words, the wheel 
itself formed one arm of the crank. The result sought and 
gained was that the cranks were strengthened, and, being at 
the extremities of the axle, the boiler could be made larger 
in diameter and placed lower. The driving-axle could also 
be placed back of the fire-box, the connecting rods passing 
by the sides of the fire-box and taking hold inside of the 
Fig. 2.-Hatr-Cranx. Wheels. This arrangement of the .crank also involved the 

placing of the cylinders outside the smoke-box, as was done 
on the “ Ironsides.” ; 

By the time the order for the second locomotive was received, Mr. Baldwin 
had matured this device and was prepared to embody it in practical form. The 
order came from Mr. E. L. Miller in behalf of the Charleston and Hamburg Rail- 
road Company, and the engine bore his name, and was completed February 18, 
1834. It was on six wheels; one pair being drivers, four and a half feet in 
diameter, with half-crank axle placed back of the fire-box as above described, 
and the four front wheels combined in a swiveling truck. The driving-wheels, 
it should be observed, were cast in solid bell-metal! The combined wood and 
iron wheels used on the “ Ironsides” had proved objectionable, and Mr. Baldwin, 
in his endeavors to find a satisfactory substitute, had recourse to brass. June 29, 
1833, he took out a patent for a cast-brass wheel, his idea being that by varying 
the hardness of the metal the adhesion of the drivers on the rails could be in- 





creased or diminished at will. The brass wheels on the “ Miller,’ however, soon 
wore out, and the experiment with this metal was not repeated. The “E. L. 
Miller” had cylinders ten inches in diameter; stroke of piston, sixteen inches; 
and weighed, with water in the boiler, seven tons eight hundredweight. The 





BALDWIN LOCOMOTIVE WORKS. II 





boiler had a high dome over the fire-box, as shown in Figure 3; and this form of 
construction, it may be noted, was followed, with a few exceptions, for many years. 

The valve-motion was given by a single fixed eccentric for each cylinder. 
Each eccentric-strap had two arms attached to it, one above and the other 
below, and, as the driving-axle was back of the fire-box, these arms were pro- 
longed backward under the footboard, with a hook on the inner side of the 
end of each. The rock-shaft had arms above and below its axis, and the hooks 
of the two rods of each eccentric were moved by hand-levers so as to engage 
with either arm, thus producing backward or forward gear. This form of 
single eccentric, peculiar to Mr. Baldwin, was in the interest of simplicity in the 
working parts, and was adhered to for some years. It gave rise to an animated 
controversy among mechanics as to whether, with its use, it was possible to 
get a lead on the valve in both directions. Many maintained that this was im- 
practicable; but Mr. Baldwin demonstrated by actual experience that the 
reverse was the case. 

Meanwhile the Commonwealth of Pennsylvania had given Mr. Baldwin an 
order for a locomotive for the State Road, as it was then called, from Philadel- 
phia to Columbia, which, up to that time, had been worked by horses. This 
engine, called the “ Lancaster,” was completed in June, 1834. It was similar to the 
“Miller,” and weighed seventeen thousand pounds. After it was placed in service, 
the records show that it hauled at one time nineteen loaded burden cars over the 
highest grades between Philadelphia and Columbia. This was characterized at the 
time by the officers of the road as an “ unprecedented performance.” The success 
of the machine on its trial trips was such that the Legislature decided to adopt 
steam-power for working the road, and Mr. Baldwin received orders for several 
additional locomotives. Two others were accordingly delivered to the State in 
September and November respectively of that year, and one was also built and 
delivered to the Philadelphia and Trenton Railroad Company during the same 
season. This latter engine, which was put in service October 21, 1834, averaged 
twenty-one thousand miles per year to September 15, 1840. 

Five locomotives were thus completed 
in 1834, and the new business was fairly 
under way. The building in Lodge Alley, 
to which Mr. Baldwin had removed from 
Minor Street, and where these engines 
were constructed, began to be found too 
contracted, and another removal was de- 
cided upon. A location on Broad and 
Hamilton Streets (the site, in part, of the 
present works) was selected, and a three- 
story L-shaped brick building, fronting on 
both streets, erected. This was completed 
and the business removed to it during the following year (1835). The original 
building still stands, forming the office, drawing-room, and principal machine- 
shops of the present works. 

















Fig. 3.—Batpwin Encinr, 1834. 














= 





12 ILLUSTRATED CATALOGUE. 





These early locomotives, built in 1834, were the types of Mr. Baldwin’s prac- 
tice forsome years. Their general design is shown in Figure 3. All, or nearly 
all of them, embraced several important devices, which were the results of his 
study and experiments up to that time. The devices referred to were patented 
September 10, 1834, and the same patent covered the four following inventions, 
WIZ 

1. The half-crank, and method of attaching it to the driving-wheel. (This has 
already been described.) 

2. A new mode of constructing the wheels of locomotive engines and cars. 
In this the hub and spokes were of cast-iron, cast together. The spokes were 
cast without a rim, and terminated in segment flanges, each spoke having a 
separate flange disconnected from its neighbors. By this means, it was claimed, 
the injurious effect of the unequal expansion of the materials composing the 
wheels was lessened or altogether prevented. The flanges bore against wooden 
felloes, made in two thicknesses, and put together so as to break joints. Tenons 




















Fig. 4.—BALDwin Compound Woop AnpD IRON WHEELS, 1834. 


or pins projected from the flanges into openings made in the wooden felloes, to — 
keep them in place. Around the whole the tire was passed and secured by bolts. 
The above sketch shows the device. 

3. A new mode of forming the joints of steam and other tubes. This was 





BALDWIN LOCOMOTIVE WORKS. 13 





Mr. Baldwin’s invention of ground joints for steam-pipes, which was a very valu- 
able improvement over previous methods of making joints with red-lead packing, 
and which rendered it possible to carry a much higher’ pressure of steam. 

4. A new mode of forming the joints and other parts of the supply-pump, 
and of locating the pump itself. This invention consisted in making the single 
guide-bar hollow and using it for the pump-barrel. The pump-plunger was 
attached to the piston-rod at a socket or sleeve formed for the purpose, and the 
hollow guide-bar terminated in the vertical pump-chamber. This chamber was 
made in two pieces, joined about midway between the induction and eduction 
pipes. This joint was ground steam-tight, as were also the joints of the induc- 
tion-pipe with the bottom of the lower chamber, and the flange of the eduction- 
pipe with the top of the upper chamber. All these parts were held together by 
a stirrup with a set-screw in its arched top, and the arrangement was such that 
by simply unscrewing this set-screw the different sections of the chamber, with 
all the valves, could be taken apart for cleaning or adjusting. The cut below 
illustrates the device. 

It is probable that the five engines built during 1834 embodied all, or nearly 
all, these devices. They all had the half-crank, the ground joints for steam- 






om 
Ti 





Fig. 5.—Pume AND STIRRUP. 


pipes (which was first made by him in 1833), and the pump formed in the guide- 
bar, and all had the four-wheeled truck in front, and a single pair of drivers back 
of the fire-box. On this position of the driving-wheels, Mr. Baldwin laid great 
stress, as it made a more even distribution of the weight, throwing about one- 
half on the drivers and one-half on the four-wheeled truck. It also extended 
the wheel-base, making the engine much steadier and less damaging to the 
track. Mr. William Norris, who had established a locomotive works in Phila- 
delphia in 1832, was at this time building a six-wheeled engine with a truck 
in front and the driving-wheels placed in front of the fire-box. Considerable 
rivalry naturally existed between the two manufacturers as to the comparative 


3 








14 ILLUSTRATED CATALOGUE; 





merits of their respective plans. In Mr. Norris’s engine, the position of the 
driving-axle in front of the fire-box threw on it more of the weight of the 
engine, and thus increased the adhesion and the tractive power. Mr. Baldwin, 
however, maintained the superiority of his plan, as giving a better distribu- 
tion of the weight and a longer wheel-base, and consequently rendering the 
machine less destructive to the track. As the iron rails then in use were gen- 
erally light, and much of the track was of wood, this feature was of some 
importance. — 

To the use of the ground joint for steam-pipes, however, much of the success 
of his early engines was due. The English builders were making locomotives 
with canvas and red-lead joints, permitting a steam pressure of only sixty pounds 
per inch to be carried, while Mr. Baldwin’s machines were worked at one hun- 
dred and twenty pounds with ease. Several locomotives imported from England 
at about this period by the Commonwealth of Pennsylvania for the State Road 
(three of which were made by Stephenson) had canvas and red-lead joints, and 
their efficiency was so much less than that of the Baldwin engines, on account 
of this and other features of construction, that they were soon laid aside or 
sold. 

In June, 1834, a patent was issued to Mr. E. L. Miller, by whom Mr. Bald- 
win’s second engine was ordered, for a method of increasing the adhesion of a 
locomotive by throwing a part of the weight of the tender on the rear of the 
engine, thus increasing the weight on the drivers. Mr. Baldwin adopted this 
device on an engine built for the Philadelphia and Trenton Railroad Company, 
May, 1835, and thereafter used it largely, paying one hundred dollars royalty 
for each engine. Eventually (May 6, 1839) he. bought the patent for nine 
thousand dollars, evidently considering that the device was especially valuable, 
if not indispensable, in order to render his engine as powerful, when required, 
as other patterns having the driving-wheels in front of the fire-box, and there- 
fore utilizing more of the weight of the engine for adhesion. 

In making the truck and tender wheels of these early locomotives, the hubs 
were cast in three pieces and afterward banded with wrought-iron, the inter- 
stices being filled with spelter. This method of construction was adopted on 
account of the difficulty then found in casting a chilled wheel in one solid piece. 

April 3, 1835, Mr. Baldwin took out a patent for certain improvements in the 
wheels and tubes of locomotive engines. That relating to the wheels provided 
for casting the hub and spokes together, and having the spokes terminate in 
segments of a rim, as described in his patent of September 10, 1834. Between 
the ends of the spokes and the tires wood was interposed, and the tire might be 
either of wrought-iron or of chilled cast-iron. The intention was expressed of 


making the tire usually of cast-iron chilled. The main object, however, was 
declared to be the interposition between the spokes and the rim of a layer of 
wood or other substance possessing some degree of elasticity. This method of 
making driving-wheels was followed for several years. 

The improvement in locomotive tubes consisted in driving a copper ferrule or 
thimble on the outside of the end of the tube, and soldering it in place, instead 








BALDWIN LOCOMOTIVE WORKS. 15 





of driving a ferrule into the tube, asyhad previously been the practice. The object” 
of the latter method had been to make a tight joint with the tube-sheet; but, 
by putting the ferrule on the outside of the tube, not only was the joint made as 
tight as before, but the tube was strengthened, and left unobstructed throughout 
to the full extent of its diameter. This method of setting flues has been gen- 
erally followed in the works from that date to the present, the only difference 
being that, at this time, with iron tubes, the end is swedged down, the copper 
ferrule brazed on, and the iron end turned or riveted over against the copper 
thimble and the flue-sheet, to make the joint perfect. 

Early in 1835, the new shop on Broad Street was completed and occupied. 
Mr. Baidwin’s attention was thenceforward given to locomotive building exclu- 
sively, except that a stationary engine was occasionally constructed. 

In May, 1835, his eleventh locomotive, the “ Black Hawk,” was delivered to 
the Philadelphia and Trenton Railroad Company. This was the first outside-con- 
nected engine of his build. It was also the first engine on which the Miller 
device of attaching part of the weight of the tender to the engine was employed. 
On the eighteenth engine, the “Brandywine,” built for the Philadelphia and 
Columbia Railroad Company, brass tires were used on the driving-wheels, for 
the. purpose of obtaining more adhesion; but they wore out rapidly and were 
replaced with iron. 

Fourteen engines were constructed in 1835; forty in 1836; forty in 1837. 
twenty-three in 1838; twenty-six in 1839; and nine in 1840. During all these 
years the general design continued the same; but, in compliance with the de- 
mand for more power, three sizes were furnished, as follows: 


First-class. Cylinders, 12} & 16; weight, loaded, 26,000 pounds. 
Second-class. as 12 X16; ug ENE 225OOO 1 ce 
Third-class. et 104 xX 16; < ‘20,000 


The first-class engine he fully believed, in 1838, was as heavy as would be 
called for, and he declared that it was as large as he intended to make. Most of 
the engines were built with the half-crank, but occasionally an outside-connected 
machine was turned out. These latter, however, failed to give as complete sat- 
isfaction as the half-crank machine. The drivers were generally four and a half 
feet in diameter. 

A patent was issued to Mr. Baldwin, August 17, 1835, for his device of cylin- 
drical pedestals. In this method of construction, the pedestal was of cast-iron, 
and was bored in a lathe so as to form two concave jaws. The boxes were also 
turned in a lathe so that their vertical ends were cylindrical, and they were thus 
fitted in the pedestals._ This method of fitting up pedestals and boxes was cheap 
and effective, and was used for some years for the driving and tender wheels. 

As showing the estimation in which these early engines were held, it may not 
be out of place to refer to the opinions of some of the railroad managers of that 
period. 

Mr. L. A. Sykes, engineer of the New Jersey Transportation Company, under 
date of June 12, 1838, wrote that- he could draw with his engines twenty four- 


N 








16 ILLUSTRATED CATALOGUE. 





“wheeled cars with twenty-six passengers each, at a speed of twenty to twenty- 
five miles per hour, over grades of twenty-six feet per mile. “As to simplicity of 
construction,” he adds, “small liability to get out of order, economy of repairs, 
and ease to the road, I fully believe Mr. Baldwin’s engines stand unrivalled. I 
consider the simplicity of the engine, the arrangement of the working-parts, and 
the distribution of the weight, far superior to any engine I have ever seen, either 
of American or English manufacture, and I have not the least hesitation in 
saying that Mr. Baldwin’s engine will do the same amount of work with much 
less repairs, either to the engine or the track, than any other engine in use.” 

L. G. Cannon, President of the Rensselaer and Saratoga Railroad Company, 
writes, “Your engines will, in performance and cost of repairs, bear comparison 
with any other engine made in this or any other country.” 

Some of Mr. Baldwin’s engines on the State Road, in 1837, cost, for repairs, 
only from one and two-tenths to one and six-tenths cents per mile. It is noted 
that the engine “West Chester,” on the same road, weighing twenty thousand 
seven hundred and thirty-five pounds (ten thousand four hundred and seventy- 
five on drivers), drew fifty-one cars (four-wheeled), weighing two hundred and 
eighty-nine net tons, over the road, some of the track being of wood covered 
with strap-rail. 

The financial difficulties of 1836 and 1837, which brought ruin upon so many, 
did not leave Mr. Baldwin unscathed. His embarrassments became so great 
that he was unable to proceed, and was forced to call his creditors together for 
a settlement. After offering to surrender all his property, his shop, tools, house, 
and everything, if they so desired,—all of which would realize only about twenty- 
five per cent. of their claims,—he proposed to them that they should permit him 
to go on with the business, and in three years he would pay the full amount of 
all claims, principal and interest. This was finally acceded to, and the promise 
was in effect fulfilled, although not without an extension of two years beyond 
the time originally proposed. 

In May, 1837, the number of hands employed was three hundred, but this 
number was reducing weekly, owing to the falling off in the demand for engines. 

These financial troubles had their effect on the demand for locomotives, as 
will be seen in the decrease in the number built in 1838, 1839, and 1840; and 
this result was furthered by the establishment of several other locomotive works 
and the introduction of other patterns of engines. 

The changes and improvements in details made during these years may be 
summed up as follows: 

The subject of burning coal had engaged much attention. In October, 1836, 
Mr. Baldwin secured a patent for a grate or fireplace which could be detached 
from the engine at pleasure, and a new one with a fresh coal fire substituted. The 
intention was to have the grate with freshly ignited coal all ready for the engine 
on its arrival at a station, and placed between the rails over suitable levers, by 
which it could be attached quickly to the fire-box. It is needless to say that 
this was never practiced. In January, 1838, however, Mr. Baldwin was experi- 
menting with the consumption of coal on the Germantown road, and in July of 





BALDWIN LOCOMOTIVE WORKS. 17 





the same year the records show that he was making a locomotive to burn coal, 
part of the arrangement being to blow the fire with a fan. 

Up to 1838, Mr. Baldwin had made both driving and truck wheels with 
wrought tires, but during that year chilled wheels for engine and tender trucks 
were adopted. His tires were furnished by Messrs. S. Vail & Son, Morristown, 
N. J.. who made the only tires then obtainable in America. They were very 
thin, being only one inch to one and a half inches thick; and Mr. Baldwin, in 
importing some tires from England at that time, insisted on their being made 
double the ordinary thickness. The manufacturers at first objected and ridiculed 
the idea, the practice being to use two tires when extra thickness was wanted, 
but finally they consented to meet his requirements. 

All his engines thus far had the single eccentric for each valve, but at about 
this period double eccentrics were adopted, each terminating in a straight hook, 
and reversed by hand-levers. 

At this early period, Mr. Baldwin had begun to feel the necessity of making 
all like parts of locomotives of the same class in, such manner as to be absolutely 
interchangeable. Steps were taken in this direction, but it was not until many 
years afterward that the system of standard gauges was perfected, which has 
since grown to be a distinguishing feature in the establishment. 

In March, 1839, Mr. Baldwin’s records show that he was building a number of 
outside-connected engines, and had succeeded in making them strong and dura- 
ble. He was also making a new chilled wheel, and one which he thought would 
not break. 

On the one hundred and thirty-sixth locomotive, completed October 18, 1839, 
for the Philadelphia, Germantown and Norristown Railroad, the old pattern of 
wooden frame was abandoned, and no outside frame whatever was employed,— 
the machinery, as well as the truck and the pedestals of the driving-axles, being 
attached directly to the naked boiler. The wooden frame thenceforward disap- 
peared gradually, and an iron frame took its place. Another innovation was the 
adoption of eight-wheeled tenders, the first of which was built at about this period. 

April 8, 1839, Mr. Baldwin associated with himself Messrs. Vail and Hufty, 
and the business was conducted under the firm name of Baldwin, Vail & Hufty 
until 1841, when Mr. Hufty withdrew, and Baldwin & Vail continued the copart- 
nership until 1842. 

The time had now arrived when the increase of business on railroads demanded 
more powerful locomotives. It had for some years been felt that for freight 
traffic the engine with one pair of drivers was insufficient. Mr. Baldwin’s engine 
had the single pair of drivers placed back of the fire-box; that made by Mr. 
Norris, one pair in front of the fire-box. An engine with two pairs of drivers, one 
pair in front and one pair behind the fire-box, was the next logical step, and Mr. 
Henry R. Campbell, of Philadelphia, was the first to carry this design into exe- 
cution. Mr. Campbell, as has been noted, was the Chief Engineer of the German- 
town Railroad when the “ Ironsides” was placed on that line, and had since given 
much attention to the subject of locomotive construction. February 5, 1836, 
Mr. Campbell secured a patent for an eight-wheeled engine with four drivers con- 


é 








18 ILLUSTRATED CATALOGUE. 





nected, and a four-wheeled truck in front; and subsequently contracted with 
James Brooks, of Philadelphia, to build for him such a machine. The work was 
begun March 16, 1836, and the engine was completed May 8, 1837. This was 
the first eight-wheeled engine of this type, and from it the standard American 
locomotive of to-day takes its origin. The engine lacked, however, one essen- 
tial feature; there were no equalizing beams between the drivers, and nothing 
but the ordinary steel springs over each journal of the driving-axles to equalize 
the weight upon them. It remained for Messrs. Eastwick & Harrison to supply 
this deficiency ; and in 1837 that firm constructed at their shop in Philadelphia 
a locomotive on this plan, but with the driving-axles running in a separate 
square frame, connected to the main frame above it by a single central bearing 
on each side. This engine had cylinders twelve by eighteen, four coupled 
driving-wheels, forty-four inches in diameter, carrying eight of the twelve tons 
constituting the total weight. Subsequently, Mr. Joseph Harrison, Jr., of the 
same firm, substituted “equalizing beams” on engines of this plan afterward 
constructed by them, substantially in the same manner as since generally em- 
ployed. 

In the American Railroad Fournal of July 30, 1836, a wood-cut showing Mr. 
Campbell’s engine, together with an elaborate calculation of the effective power 
of an engine on this plan, by William J. Lewis, Esq., Civil Engineer, was pub- 
lished, with a table showing its performance upon grades ranging from a dead 
level to a rise of one hundred feet per mile. Mr. Campbell stated that his expe- 
rience at that time (1835-6) convinced him that grades of one hundred feet 
rise per mile would, if roads were judiciously located, carry railroads over any 
of the mountain passes in America, without the use of planes with stationary 
steam power, or, as a general rule, of costly tunnels,—an opinion very exten- 
sively verified by the experience of the country since that date. 

A step had thus been taken toward a plan of locomotive having more adhe- 
sive power. Mr. Baldwin, however, was slow to adopt the new design. He 
naturally regarded innovations with distrust. He had done much to perfect the 
old pattern of engine, and had built over a hundred of them, which were in 
successful operation on various railroads. Many of the details were the subjects 
of his several patents, and had been greatly simplified in his practice. In 
fact, simplicity in all the working parts had been so largely his aim, that it was 
natural that he should distrust any plan involving additional machinery, and he 
regarded the new design as only an experiment at best. In November, 1838, he 
wrote to a correspondent that he did not think there was any advantage in the 
eight-wheeled engine. There being three points in contact, it could not turn a 
curve, he argued, ‘without slipping one or the other pair of wheels sideways. 
Another objection was in the multiplicity of machinery and the difficulty in 
maintaining four driving-wheels all of exactly the same size. Some means, how- 
ever, of getting more adhesion must be had, and the result of his reflections upon 
this subject was the project of a “geared engine.” In August, 1839, he took steps 
to secure a patent for such a machine, and December 31, 1840, letters patent 
were granted him for the device. In this engine, an independent shaft or axle 








BALDWIN LOCOMOTIVE WORKS. 19 





was placed between the two axles of the truck, and connected by cranks 
and coupling-rods with cranks on the outside of the driving-wheels. This shaft 
had a central cog-wheel engaging on each side with intermediate cog-wheels, 
which in turn geared into cog-wheels on each truck-axle. The intermediate cog- 
wheels had wide teeth, so that the truck could pivot while the main shaft remained 
parallel with the driving-axle. The diameters of the cog-wheels were, of course, 
in such proportion to the driving and truck wheels, that the latter should revolve 
as much oftener than the drivers as their smaller size might require. Of the 
success of this machine for freight service, Mr. Baldwin was very sanguine. One 
was put in hand at once, completed in August, 1841, and eventually sold to the 
Sugarloaf Coal Company. It was an outside-connected engine, weighing 
thirty thousand pounds, of which eleven thousand seven hundred and seventy- 
five pounds were on the drivers, and eighteen thousand three hundred and thirty- 
five on the truck. The driving-wheels were forty-four and the truck-wheels 
thirty-three inches in diameter. The cylinders were thirteen inches in diameter 
by sixteen inches stroke. On a trial of the engine upon the Philadelphia and 
Reading Railroad, it hauled five hundred and ninety tons from Reading to 
Philadelphia—a distance of fifty-four miles—in five hours and twenty-two 
minutes. The Superintendent of the road, in writing of the trial, remarked that 
this train was unprecedented in length and weight both in America and Europe. 
The performance was noticed in favorable terms by the Philadelphia newspapers, 
and was made the subject of a report by the Committee on Science and Arts of 
the Franklin Institute, who strongly recommended this plan of engine for freight 
service. The success of the trial led Mr. Baldwin at first to believe that the 
geared engine would be generally adopted for freight traffic ; but in this he was 
disappointed. No further demand was made for such machines, and no more of 
them were built. 

In 1840, Mr. Baldwin received an order, through August Belmont, Esq., of 
New York, for a locomotive for Austria, and had nearly completed one which 
was calculated to do the work required, when he learned that only sixty pounds 
pressure of steam was admissible, whereas his engine was designed to use steam 
at one hundred pounds and over. He accordingly constructed another, meeting 
this requirement, and shipped it in the following year. This engine, it may be 
noted, had a kind of link-motion, agreeably to the specification received, and 
was the first of his make upon which the link was introduced. 

Mr. Baldwin’s patent of December 31, 1840, already referred to as covering 
his geared engine, embraced several other devices, as follows: 

1. A method of operating a fan, or blowing-wheel, for the purpose of blowing 
the fire. The fan was to be placed under the footboard, and driven by the fric- 
tion of a grooved pulley in contact with the flange of the driving-wheel. 

2. The substitution of a metallic stuffing, consisting of wire, for the hemp, 
wool, or other material which had been employed in stuffing-boxes. 

3. The placing of the springs of the engine truck so as to obviate the evil of 
the locking of the wheels when the truck-frame vibrates from the centre-pin verti- 
cally. Spiral as well as semi-elliptic springs, placed at each end of the truck- 














20 ILLUSTRATED CATALOGUE. 





frame, were specified. The spiral spring is described as received in two cups,— 
one above and one below. The cups were connected together at their centres 
by a pin upon one and a socket in the other, so that the cups could approach 
toward or recede from each other and still preserve their parallelism. 

4. An improvement in the manner of constructing the iron frames of loco- 
motives, by making the pedestals in one piece with, and constituting part of, the 
frames. 

5. The employment of spiral springs in connection with cylindrical pedestals 
and boxes. A single spiral was at first used, but, not proving sufficiently strong, 
a combination or nest of spirals curving alternately in opposite directions was 
afterward employed. Each spiral had its bearing ina spiral recess in the pedestal. 

In the specification of this patent a change in the method of making cylin- 
drical pedestals and boxes is noted. Instead of boring and turning them ina 
lathe, they: were cast to the required shape in chills. This method of construc- 
tion was used for a time, but eventually a return was made to the original plan, as 
giving a more accurate job. 

In 1842, Mr. Baldwin constructed, under an arrangement with Mr. Ross 
Winans, three locomotives for the Western Railroad of Massachusetts, on a 
plan which had been designed by that gentleman for freight traffic. These ma- 
chines had upright boilers, and horizontal cylinders which worked cranks on a 
shaft bearing cog-wheels engaging with other cog-wheels on an intermediate shaft. 
This latter shaft had cranks coupled to four driving-wheels on each side. These 
engines were constructed to burn anthracite coal. Their peculiarly uncouth 
appearance earned for them the name of ‘“‘ crabs,” and they were but short-lived 
in service. 

But, to return to the progress of Mr. Baldwin’s locomotive practice. The 
geared engine had not proved a success. It was unsatisfactory, as well to its 
designer as to the railroad community. The problem of utilizing more or all of 
the weight of the engine for adhesion remained, in Mr. Baldwin’s view, yet to be 
solved. The plan of coupling four or six wheels had long before been adopted 
in England, but on the short curves prevalent on American railroads, he felt that 
something more was necessary. The wheels must not only be coupled, but at 
the same time must be free to adapt themselves to a curve. These two con- 
ditions were apparently incompatible, and to reconcile these inconsistencies was 
the task which Mr. Baldwin set himself to accomplish. He undertook it, too, 
at a time when his business had fallen off greatly and he was involved in the 
most serious financial embarrassments. The problem was constantly before 
him, and at length, during a sleepless night, its solution flashed across his mind. 
The plan so long sought for, and which, subsequently, more than any other of 
his improvements or inventions, contributed to the foundation of his fortune, was 
his well-known six-wheels-connected locomotive with the four front drivers com- 
bined in a flexible truck. For this machine Mr. Baldwin secured a, patent, 
August 25, 1842. Its principal characteristic features are now matters of history, 
but they deserve here a brief mention. The engine was on six wheels, all con- 
nected as drivers. The rear wheels were placed rigidly in the frames, usually 





a a eae 


BALDWIN LOCOMOTIVE WORKS. 21 





' behind the fire-box, with inside bearings. The cylinders were inclined, and with 
outside connections. The four remaining wheels had inside journals running 
in boxes held by two wide 
and deep wrought-iron beams, 
one on each side. These 
beams were unconnected, and 
entirely independent of each 
other. The pedestals formed 
in them were bored out cylin- 
drically, and into them cylin- ; 
drical boxes, as patented by Le GARE \ ts 
him in 1835, were fitted. The fe) LEY MS = = aS 
engine-frame on each side was ee 6.—BALDWIN eines on nansie WHEELS-CONNECTED ENGINE, ey 
directly over the beam, and 

a spherical pin, running down from the frame, bore in a socket in the beam 
midway between the two axles. 
It will thus be seen that each 
side-beam independently could 
turn horizontally or vertically 
under the spherical pin, and the 
cylindrical boxes could also 
turn in the pedestals. Hence, 
in passing a curve, the middle 
pair of drivers could move lat- 
erally in one direction—say to 
the right—while the front pair 
could move in the opposite di- 
rection, or to the left; the two 
axles all the while remaining 
parallel to each other and to 
the rear driving-axle. The 
operation of these beams was, therefore, like that of the parallel-ruler. Ona 
straight line the two beams and the two axles formed a rectangle; on curves, a 
parallelogram, the angles varying with the degree of curvature. The coupling- 
rods were made with cylindrical brasses, thus forming ball-and-socket joints, to 
enable them to accommodate themselves to the lateral movements of the wheels. 


Colburn, in his “ Locomotive Engineering,” remarks of this arrangement of rods 
as follows: 


























Harr Pian. 


“Geometrically, no doubt, this combination of wheels could only work properly around 
curves by a lengthening and shortening of the rods which served to couple the principal pair 
of driving-wheels with the hind truck-wheels. But if the coupling-rods from the principal 
pair of driving-wheels be five feet long, and if the beams of the truck-frame be four feet long 
(the radius of curve described by the axle-boxes around the spherical side bearings being two 
feet), then the total corresponding lengthening of the coupling-rods, in order to allow the 
hind truck-wheels to move one inch to one side, and the front wheels of the truck one inch 








22) ILLUSTRATED CATALOGUE. 





to the other side of their normal position on a straight line, would be V 602 + 12— 60+ 
24 — V 242 — 1? =0.0275 inch, or less than one thirty-second of an inch. And if only one 
pair of driving-wheels were thus coupled with a four-wheeled truck, the total wheel-base being 
nine feet, the motion permitted by this slight elongation of the coupling-rods (an elongation 
provided for by a trifling slackness in the brasses) would enable three pairs of wheels to stand 
without binding in a curve of only one hundred feet radius.”’ 


The first engine of the new plan was finished early in December, 1842, being 
one of fourteen engines constructed in that year, and was sent to the Georgia 
Railroad, on the order of Mr. J. Edgar Thomson, then Chief Engineer and 
Superintendent of that line. It weighed twelve tons, and drew, besides its own 
weight, two hundred and fifty tons up a grade of thirty-six feet to the mile. 

Other orders soon followed. The new machine was received generally with 
great favor. The loads hauled by it exceeded anything so far known in Ameri- 
can railroad practice, and sagacious managers hailed it as a means of largely 
reducing operating expenses. On the Central Railroad of Georgia, one of these 
twelve-ton engines drew nineteen eight-wheeled cars, with seven hundred and 
fifty bales of cotton, each bale weighing four hundred and fifty pounds, over 
maximum grades of thirty feet per mile, and the manager of the road declared 
that it could readily take one thousand bales. On the Philadelphia and Reading 
Railroad a similar engine of eighteen tons weight drew one hundred and fifty 
loaded cars (total weight of cars and lading, one thousand one hundred and 
thirty tons) from Schuylkill Haven to Philadelphia, at a speed of seven miles 
perhour. The regular load was one hundred loaded cars, which were hauled 
at a speed of from twelve to fifteen miles per hour on a level. 

The following extract from a letter, dated August 10, 1844, of Mr. G. A. 
Nicolls, then Superintendent of that line, and still connected with its manage- 
ment, gives the particulars of the performance of these machines, and shows the 
estimation in which they were held: 


‘“We have had two of these engines in operation for about four weeks. Each engine weighs 


about forty thousand pounds with water and fuel, equally distributed on six wheels, all of 
which are coupled, thus gaining the whole adhesion of the engine’s weight. Their cylinders 
are fifteen by eighteen inches. 

“The daily allotted load of each of these engines is one hundred coal cars, each loaded 
with three and six-tenths tons of coal, and weighing two and fifteen one-hundredths tons each, 
empty; making a net weight of three hundred and sixty tons of coal carried, and a gross 
weight of train of five hundred and seventy-five tons, all of two thousand two hundred and 
forty pounds. 

‘This train is hauled over the ninety-four miles of the road, half of which is level, at the 
rate of twelve miles per hour; and with it the engine is able to make fourteen to fifteen miles 
per hour on a level. 

“Were all the cars on the road of sufficient strength, and making the trip by daylight, 
nearly one-half being now performed at night, I have no doubt of these engines being quite 
equal to a load of eight hundred tons gross, as their average daily performance on any of the 
levels of our road, some of which are eight miles long. 

“In strength of make, quality of workmanship, finish, and proportion of parts, I consider 
them equal to any, and superior to most, freight engines I have seen. They are remarkably 
easy on the rail, either in their vertical. or horizontal action, from the equalization of their 





ee ee eS SSS SS 5 i cect [ian 


BALDWIN LOCOMOTIVE WORKS. 23 





weight, and the improved truck under the forward part of the engine. This latter adapts 
itself to all the curves of the road, including some of seven hundred and sixteen feet radius 
in the main track, and moves with great ease around our turning Y curves at Richmond, of 
about three hundred feet radius. 

-“‘T consider these engines: as near perfection, in the arrangement of their parts, and their 
general efficiency, as the present improvements in machinery and the locomotive engine will 
admit of. They are saving us thirty per cent. in every trip, on the former cost of motive or 
engine power.” 


But the flexible-beam truck also enabled Mr. Baldwin to meet the demand for 
an engine with four drivers connected. Other builders were making engines, 
with four drivers and a four-wheeled truck, of the present American standard type. 
To compete with this design, Mr. Baldwin modified his six-wheels-connected 
engine by connecting only two out of the three pairs of wheels as drivers, 
making the forward wheels of smaller diameter as leading wheels, but combin- 
ing them with the front drivers in a flexible-beam truck. The first engine on this 
plan was sent to the Erie and Kalamazoo Railroad, in October, 1843, and gave 
great satisfaction. The Superintendent of the road was enthusiastic in its 
praise, and wrote to Mr. Baldwin that he doubted “if anything could be got up 
which would answer the business of the road so well.” One was also sent to 
the Utica jand Schenectady Railroad a few weeks later, of which the Superin- 
tendent remarked that “it worked beautifully, and there were not wagons 
enough to give it a full load.” In this plan the leading wheels were usually 
made thirty-six and the drivers fifty-four inches in diameter. 

This machine of course came in competition with the eight-wheeled engine 
having four drivers, and Mr. Baldwin claimed for his plan a decided superiority. | 
In each case about two-thirds of the total weight was carried on the four drivers, 
and Mr. Baldwin maintained that his engine, having only six instead of eight 
wheels, was simpler and more effective. 

At about this period Mr. Baldwin’s attention was called by Mr. Levi Bissell 
to an “Air Spring” which the latter had devised, and which it was imagined was 
destined to be a cheap, effective, and perpetual spring. The device consisted of 
a small cylinder placed above the frame over the axle-box, and having a piston 
fitted air-tight into it. The piston-rod was to bear on the axle-box, and the 
proper quantity of air was to be pumped into the cylinder above the piston, and 
the cylinder then hermetically closed. The piston had a leather packing which 
was to be kept moist by some fluid (molasses was proposed) previously intro- 
duced into the cylinder. Mr. Baldwin at first proposed to equalize the weight 
between two pairs of drivers by connecting two air-springs on each side by a 
‘pipe, the use of an equalizing beam_being covered by Messrs. Eastwick & Harri- 
son’s patent. The air-springs were found, however, not to work practically, and 
were never applied. It may be added that a model of an equalizing air-spring 
was exhibited by Mr. Joseph Harrison, Jr., at the Franklin Institute, in 1838 
or 1839. 

_ With the introduction of the new machine, business began at once to revive, 
and the tide of prosperity turned once more in Mr. Baldwin’s favor. Twelve 














24 ILLUSTRATED CATALOGUE. 





engines were constructed in 1843, all but four of them of the new pattern; 
twenty-two engines in 1844, all of the new pattern; and twenty-seven in 1845. 
Three of this number were of the old type, with one pair of drivers, but from 
that time forward the old pattern with the single pair of drivers disappeared 
from the practice of the establishment, save occasionally for exceptional pur- 
poses. 

In 1842, the partnership with Mr. Vail was dissolved, and Mr. Asa Whitney, 
who had been Superintendent of the Mohawk and Hudson Railroad, became a 
partner with Mr. Baldwin, and the firm continued as Baldwin & Whitney until 
1846, when the latter withdrew to engage in the manufacture of car-wheels, in 
which business he is still concerned as senior member of the firm of A. Whitney 
& Sons, Philadelphia. 

Mr. Whitney brought to the firm a railroad experience and thorough business 
talent. He introduced a system in many details of the management of the busi- 
ness, which Mr. Baldwin, whose mind was devoted more exclusively to mechani- 
cal subjects, had failed to establish or wholly ignored. The method at present 
in use in the establishment, of giving to each class of locomotives a distinctive 
designation, composed of a number and a letter, originated very shortly after 
Mr. Whitney’s connection with the business. For the purpose of representing 
the different designs, sheets with engravings of locomotives were employed. 
The sheet showing the engine with one pair of drivers was marked B; that with 
two pairs, C; that with three, D; and that with four, E. Taking its rise from 
this circumstance, it became customary to designate as B engines those with 
one pair of drivers; as C engines, those with two pairs; as D engines, those 
with three pairs; and as E engines, those with four pairs. Shortly afterwards, 
a number, indicating the weight in gross tons, was added. Thus, the 12 D 
engine was one with three pairs of drivers, and weighing twelve tons; the 12 C, 
an engine of same weight, but with only four wheels connected. Substantially 
this system of designating the several sizes and plans has been retained to the 
present time. «The figures, however, are no longer used to express the weight, 
but merely to designate the class. 

It will be observed that the classification as thus established began with the 
Bengines. The letter A was reserved for an engine intended to run at very high 
speeds, and so designed that the driving-wheels should make two revolutions 
for each reciprocation of the pistons. This was to be accomplished by means of 
gearing. The general plan of the engine was determined in Mr. Baldwin’s 
mind, but was never carried into execution. 

The adoption of the plan of six-wheels-connected engines opened the way at 
once to increasing their size. The weight being almost evenly distributed on six 
points, heavier machines were admissible, the weight on any one pair of drivers 
being little, if any, greater than had been the practice with the old plan of engine 
having a single pair of drivers. Hence engines of eighteen and twenty tons 
weight were shortly introduced, and in 1844 three of twenty tons weight, with 
cylinders sixteen and one-half inches diameter by eighteen inches stroke, were 
constructed for the Western Railroad of Massachusetts, and six, of eighteen tons 


BALDWIN LOCOMOTIVE WORKS. 25 





weight, with cylinders fifteen by eighteen, and drivers forty-six inches in diameter, 
were built for the Philadelphia and Reading Railroad. It should be noted that 
three of these latter engines had iron flues. This was the first instance in which 
Mr. Baldwin had employed tubes of this material. The advantage found to result 
from the use of iron tubes, apart from their less cost, was that the tubes and boiler- 
shell, being of the same material, expanded and contracted alike, while in the case 
of copper tubes the expansion of the metal by heat varied from that of the boiler- 
shell, and as a consequence there was greater liability to leakage at the joints 
with the tube-sheets. The opinion prevailed largely at that time that some advan- 
tage resulted in the evaporation of water, owing to the superiority of copper as 
a conductor of heat. To determine this question, an experiment was tried 
with two of the six engines referred to above, one of which, the “Ontario,” had 
copper flues, and another, the ‘“ NewEngland,” iron flues. In other respects they 
were precisely alike. The two engines were run from Richmond to Mount Car- 
bon, August 27, 1844, each drawing a train of one hundred and one empty cars, 
and, returning, from Mount Carbon to Richmond, on the following day, each 
with one hundred loaded cars. The quantity of water evaporated and wood 
consumed was noted, with the result shown in the following table : 














i Up Trip, AuG. 27, 1844. Down Trip, Ava. 28, 1844. 
“Ontario.” “New England.”’ “Ontario.” “New England.” 
(Copper Flues.) (iron Flues.) (Copper Flues ) (Iron Flues.) 
Time, running. . . . .. . gh. 7m. 7h. 41m. Ioh. 44m. $h. 19m. 

“« standing at stations. . . 4h. 2m. gh. 7m. 2h. 12m. 3h. 8m. 
Cords of wood burned . . . . 6.68 5.50 6.94 : 
Cubic feet of water evaporated. 925.75 757.26 837.46 656.39 
Ratio, cubic feet of water to a cord 

OW OOd wt cetit) \<lne serene 138.57 137.68 120.67 109.39 





The conditions of the experiments not being absolutely the same in each case, 
the results could not of course be accepted as entirely accurate. They seemed 
to show, however, no considerable difference in the evaporative efficacy of 
copper and iron tubes. 

The period under consideration was marked also by the introduction of the 
French & Baird stack, which proved at once to be one of the most successful 
spark-arresters thus far employed, and which was for years used almost exclu- 
sively wherever, as on the cotton-carrying railroads of the South, a thoroughly 
effective spark-arrester was required. This stack was introduced by Mr. Baird, 
then a foreman in the Works, who purchased the patent-right of what had been 
known as the Grimes stack, and combined with it some of the features of the 
stack made by Mr. Richard French, then Master Mechanic of the Germantown 
Railroad, together with certain improvements of his own. The cone over the 
straight inside pipe was made with volute flanges on its under side, which gave 
a rotary motion to the sparks. Around the cone was a casing about six inches 
smaller in diameter than the outside stack. Apertures were cut in the sides of 


this casing, through which the sparks in their rotary motion were discharged, and 








26 ILLUSTRATED CATALOGUE. 
* 


thus fell to the bottom of the space between the straight inside pipe and the 
outside stack. The opening in the top of the stack was fitted with a series of V- 
shaped iron circles perforated with numerous holes, thus presenting an enlarged 
area, through which the smoke escaped. The patent-right for this stack was 
subsequently sold to Messrs. Radley & Hunter, and its essential principle is 
still used in the Radley & Hunter stack as at present made. 

In 1845, Mr. Baldwin built three locomotives for the Royal Railroad Com- 
mittee of Wurtemberg. They were of fifteen tons weight, on six wheels, four of 
them being sixty inches in diameter and coupled. The front drivers were com- 
bined by the flexible beams into a truck with the smaller leading wheels. The 
cylinders were inclined and outside, and the connecting-rods took hold of a half- 
crank axle back of the fire-box. It was specified that these engines should have 
the link-motion which had shortly before been introduced in England by the 
Stephensons. Mr. Baldwin accordingly applied a link of a peculiar character 
to suit his own ideas of the device. The link was made solid, and of a trun- 
cated V-section, and the block was grooved so as to fit and slide on the outside 
of the link. : 

During the year 1845 another important feature in locomotive construction— 
the cut-off valve—was added to Mr. Baldwin’s practice. Up to that time the 
valve-motion had been the two eccentrics, with the single flat hook for each 
cylinder. Since 1841 Mr. Baldwin had contemplated the addition of some device 
allowing the steam to be used expansively, and he now added the “ half-stroke 
cut-off.’ In this device the steam-chest was separated by a horizontal plate into 
an upper and a lower compartment. In the upper compartment, a valve, worked 
by a separate eccentric, and having a single opening, admitted steam through a 
port in this plate to the lower steam-chamber. The valve-rod of the upper valve 
terminated in a notch or hook, which engaged with the upper arm of its 
rock-shaft. When thus working, it acted as a cut-off at a fixed part of the 
stroke, determined by the setting of the eccentric. This was usually at half the 
stroke. When it was desired to dispense with the cut-off and work steam for 
the full stroke, the hook of the valve-rod was lifted from the pin on the upper 
arm of the rock-shaft by a lever worked from the footboard, and the valve- 
rod was held in a notched rest fastened to the side of the boiler. This left the 
opening through the upper valve and the port in the partition plate open for the 
free passage of steam throughout the whole stroke. The first application of the 
half-stroke cut-off was made on the engine “ Champlain” (20 D), built for the 
Philadelphia and Reading Railroad Company, in 1845. It at once became the 
practice to apply the cut-off on all passenger engines, while the six- and eight- 
wheels-connected freight engines were, with a few exceptions, built for a time 
longer with the single valve admitting steam for the full stroke. 

After building, during the years 1843, 1844, and 1845, ten four-wheels-con- 
nected engines on the plan above described, viz., six wheels in all, the leading 
wheels and the front drivers being combined into a truck by the flexible beams, 
Mr. Baldwin finally adopted the present design of four drivers anda four-wheeled 
truck. Some of his customers who were favorable to the latter plan had ordered 








BALDWIN LOCOMOTIVE WORKS. 27 





such machines of other builders, and Colonel Gadsden, President of the South 
‘Carolina Railroad Company, called on him in 1845 to build for that line some 
passenger engines of this pattern. He accordingly bought the patent-right for 
this plan of engine of Mr. H. R. Campbell, and for the equalizing beams used 
between the drivers, of Messrs. Eastwick & Harrison, and delivered to the South 
Carolina Railroad Company, in December, 1845, his first eight-wheeled engine 
with four drivers and a four-wheeled truck. This machine had cylinders thirteen 
and three-quarters by eighteen, and drivers sixty inches in diameter, with the 
springs between them arranged as equalizers. Its weight was fifteen tons. It 
had the half-crank axle, the cylinders being inside the frame but outside the 
smoke-box. The inside-connected engine, counterweighting being as yet un- 
known, was admitted to be steadier in running, and hence more suitable for 
passenger service. With the completion of the first eight-wheeled “ C” engine, 
Mr. Baldwin’s feelings underwent a revulsion in favor of this plan, and his 
partiality for it became as great as had been his antipathy before. Comment- 
ing on the machine, he recorded himself as “ more pleased with its appearance 
and action than any engine he had turned out.” In addition to the three engines 
of this description for the South Carolina Railroad Company, a duplicate was sent 
to the Camden and ‘Amboy Railroad Company, and a similar but lighter one 
to the Wilmington and Baltimore Railroad Company, shortly afterwards. The 
engine for the Camden and Amboy Railroad Company, and perhaps the others, 
had the half-stroke cut-off. 

From that time forward, all of his four-wheels-connected machines were built 
on this plan, and the six-wheeled “C” engine was abandoned, except in the case 
of one built for the Philadelphia, Germantown and Norristown Railroad Company 
in 1846, and this was afterwards rebuilt into a six-wheels-connected machine. 
Three methods of carrying out the general design were, however, subsequently 
followed. At first the half-crank was used; then horizontal cylinders inclosed 
in the chimney-seat and working a*full-crank-axle, which form of construction 
had been practiced at the 
Lowell Works; and event- 
ually, outside cylinders with 

‘outside connections. ——— 


Meanwhile the flexible [EE 


truck machine maintained \ CT 
" U 




















its popularity for heavy 
freight service. All the en- 
gines thus far built on this 
plan had been six-wheeled, 
some with the rear driving- 
axle back of the fire-box, 
and others with it infront. The next step, following logically after the adoption 
of the eight-wheeled “C” engine, was to increase the size of the freight machine, 
and distribute the weight on eight wheels all connected, the two rear pairs 
being rigid in the frame, and the two front pairs combined into the flexible-beam 




















Fig. 8.—Batpwin Eicut-WHeEr.s-Connectrep ENGINE, 1846. 








28 ILLUSTRATED CATALOGUE. 





truck. _ This was first done in 1846, when seventeen engines on this plan were 
constructed on one order for the Philadelphia and Reading Railroad Company. 
Fifteen of these were of twenty tons weight, with cylinders fifteen and a half 
by twenty, and wheels forty-six inches in diameter; and two of twenty-five 
tons weight, with cylinders seventeen and a quarter by eighteen, and drivers 
forty-two inches in diameter. These engines were the first ones on which Mr. 
Baldwin placed sand-boxes, and they were also the first built by him with roofs. 
On all previous engines the footboard had only been inclosed by a railing. 
On these engines for the Reading Railroad, four iron posts were carried up, and 
a wooden roof supported by them. The engine-men added curtains at the sides 
and front, and Mr. Baldwin on subsequent engines added sides, with sash and 
glass. The cab proper, however, was of New England origin, where the severity 
of the climate demanded it, and where it had been used previous to this period. 
Forty-two engines were completed in 1846, and thirty-nine in 1847. The only 
novelty to be noted among them was the engine “M. G. Bright,” built for ope- 
rating the inclined plane on the 

Madison and Indianapolis Railroad. 


The rise of this incline was one in 
ie reas : seventeen, from the bank of the Ohio 
i River at Madison. The engine had 


eight wheels, forty-two inches in di- 
ameter, connected, and worked in the 

usual manner by outside inclined 
Law Latina Lou Zon, Cylinders, fifteen and one-haliiinemtes 
TG 10 age DENGUE O gt is An Bea diameter by twenty inches stroke. 

A second pair of cylinders, seventeen 
inches in diameter with eighteen inches stroke of piston, was placed vertically over 
the boiler, midway between the furnace and smoke-arch. The connecting-rods 
worked by these cylinders connected with*cranks on a shaft under the boiler. 
This shaft carried a single cog-wheel at its centre, and this cog-wheel engaged 
with another of about twice its diameter on a second shaft adjacent to it and in 
the same plane. The cog-wheel on this latter shaft worked in a rack-rail placed 











_in the centre of the track. The shaft itself had its bearings in the lower ends of 


two vertical rods, one on each side of the boiler, and these rods were united over 
the boiler by a horizontal bar which was connected by means of a bent lever and 
connecting-rod to the piston worked by a small horizontal cylinder placed on 
top of the boiler. By means of this cylinder, the yoke carrying the shaft and 
cog-wheel could be depressed and held down so as to engage the cogs with 


the rack-rail, or raised out of the way when only the ordinary drivers were re- 
quired. This device was designed by Mr. Andrew Cathcart, Master Mechanic 
of the Madison and Indianapolis Railroad. A similar machine, the “John 
Brough,” for the same plane, was built by Mr. Baldwin in 1850. The incline 
was worked with a rack-rail and these engines until it was finally abandoned 
and a line with easy gradients substituted. 

The use of iron tubes in freight engines grew in favor, and in October, 1847, 








BALDWIN LOCOMOTIVE WORKS. 29 





Mr. Baldwin noted that he was fitting his flues with copper ends, “for riveting to 
the boiler.” 

The subject of burning coal continued to engage much attention, but the use 
of anthracite had not as yet been generally successful. In October, 1847, the 
Baltimore and Ohio Railroad Company advertised for proposals for four engines 
to burn Cumberland coal, and the order was taken and filled by Mr. Baldwin 
with four of his eight-wheels-connected machines. 

The year 1848 showed a falling off in business, and only twenty engines were 
turned out. In the following year, however, there was a rapid recovery, and the 
production of the works increased to thirty, followed by thirty-seven in 1850, 
and fifty in 1851. These engines, with a few exceptions, were confined to three 
patterns, the eight-wheeled’ four-coupled engine, from twelve to nineteen tons 
in weight, for passengers and freight, and the six- and eight-wheels-connected 
engine, for freight exclusively, the six-wheeled machine weighing from twelve 
to seventeen tons, and the eight-wheeled, from eighteen to twenty-seven tons. 
The drivers of these six- and eight-wheels-connected machines were made gen- 
erally forty-two, with occasional variations up to forty-eight, inches in diameter. 

The exceptions referred to in the practice of these years were the fast passen- 
ger engines built by Mr. Baldwin during this period. Early in 1848, the Vermont 
Central Railroad was approaching completion, and Governor Paine, the President 
of the Company, conceived the idea that the passenger service on the road re- 
quired locomotives capable of running at very high velocities. Henry R. Camp- 
bell, Esq., was a contractor in building the line, and was authorized by Governor 
Paine to come to Philadelphia and offer Mr. Baldwin ten thousand dollars for a 
locomotive which could run with a passenger train at a speed of sixty miles per 
hour. Mr. Baldwin at once undertook to meet these conditions. The work was 
begun early in 1848, and in March of that year Mr. Baldwin filed a caveat 
for his design. The engine was completed in 1849, and was named the 
“Governor Paine.” It had 
one pair of driving-wheels 
six and a half feet in diam- 
eter, placed back of the 
fire-box. Another pair of 
wheels, but smaller and 
unconnected, was placed 
directly in front of the fire- 
box, and a four-wheeled 
truck carried the front of i \eiks 
theengine. The cylinders === 2 ZS ae 
were seventeen and aquar- Fig. 10.—BaLpwin Fast Passencer Enaine, 1848. 
ter inches diameter and 
twenty inches stroke, and were placed horizontally between the frames and the 
boiler, at about the middle of the waist. The connecting-rods took hold of 
“half-cranks” inside of the driving-wheels. The object of placing the cylinders 









































at the middle of the boiler was to. lessen or obviate the lateral motion of the 





30 ILLUSTRATED CATALOGUE. 


engine, produced when the cylinders were attached to the smoke-arch. The | 
bearings on the two rear axles were so contrived that, by means of a lever, a 
part of the weight of the engine usually carried on the wheels in front of the 
fire-box could be transferred to the driving-axle. The “Governor Paine” was 
used for several years on the Vermont Central Railroad, and then rebuilt into a 
four-coupled machine. During its career, it was stated by the officers of the 
road that it could be started from a state of rest and run a mile in forty-three 
seconds. Three engines on the same plan, but with cylinders fourteen by 
twenty, and six-feet driving-wheels, the “ Mifflin,” “Blair,” and “Indiana,” were 
also built for the Pennsylvania Railroad Company, in 1849. They weighed each 
about forty-seven thousand pounds, distributed as follows: eighteen thousand 
on drivers, fourteen thousand on the pair of wheels in front of the fire-box, and 
fifteen thousand on the truck. By applying the lever, the weight on the drivers 
could be increased to about twenty-four thousand pounds, the weight on the 
wheels in front of the fire-box being correspondingly reduced. A speed of 
four miles in three minutes is recorded for them, and upon one occasion Presi- 
dent Taylor was taken in a special train over the road by one of these machines 
at a speed of sixty miles an hour. One other engine of this pattern, the 
“Susquehanna,” was built for the Hudson River Railroad Company, in 1850. 
Its cylinders were fifteen inches diameter by twenty inches stroke, and drivers six 
feet in diameter. All these engines, however, were short-lived, and died young, 
of insufficient adhesion. 

Eight engines with four drivers connected and half-crank- acs, were built for 
the New York and Erie Railroad Company in 1849, with seventeen by twenty 
inch cylinders; one-half of the number with six-feet and the rest with five-feet 
drivers. These machines were among the last on which the half-crank-axle was 
used. Thereafter, outside-connected engines were constructed almost exclusively. 

In May, 1848, Mr. Baldwin filed a caveat for a four-cylinder locomotive, but 
never carried the design into execution. The first instance of the use of steel 
axles in the practice of the establishment occurred during the same year,—a set 
being placed as an experiment under an engine constructed for the Pennsylvania 
Railroad Company. In 1850, the old form of dome boiler, which had charac- 
terized the Baldwin engine since 1834, was abandoned, and the wagon-top form 
substituted. 

The business in 1851 had reached the full capacity of the shop, and the next 
year marked the completion of about an equal number of engines (forty-nine). 
Contracts for work extended a year ahead, and, to meet the demand, the facilities 
in the various departments were increased, and resulted in the construction of 
sixty engines in 1853, and sixty-two in 1854. 

At the beginning of the latter year, Mr. Matthew Baird, who a been con- 
nected with the works since 1836 as one of its foremen, entered into partnership 
with Mr. Baldwin, and the style of the firm was made M. W. Baldwin & Co. 

The only novelty in the general plan of engines during this period was the 
addition of the ten-wheeled engine to the patterns of the establishment. The 
success of Mr. Baldwin's engines with all six or eight wheels connected, and the 











BALDWIN LOCOMOTIVE WORKS. 31 





two front pairs combined by the parallel beams into a flexible truck, had been 
so marked that it was natural that he should oppose any other plan for freight 
service. The ten-wheeled engine, with six drivers connected, had, however, now 
become acompetitor. This plan of engine was first patented by Septimus Norris, 
of Philadelphia, in 1846, and the original design was apparently to produce an 
engine which should have equal tractive power with the Baldwin six-wheels- 
connected machine. This the Norris patent sought to accomplish by proposing 
an engine with six drivers connected, and so disposed as to carry substantially 
the whole weight, the forward drivers being in advance of the centre of gravity 
of the engine, and the truck only serving as a guide, the front of the engine 
being connected with it by a pivot-pin, but without a bearing on the centre- 
plate. Mr. Norris’s first engine on this plan was tried in April, 1847, and was 
found not to pass curves so readily as was expected. As the truck carried 
little or no weight, it would not keep the track. The New York and Erie Rail- 
road Company, of which John Brandt was then Master Mechanic, shortly after-- 
wards adopted the ten-wheeled engine, modified in plan so as to carry a part of 
the weight on the truck. Mr. Baldwin filled an order for this company, in 1850, 
of four eight-wheels-connected engines, and in making the contract he agreed to 
substitute a truck for the front pair of wheels if desired after trial. This, how- 
ever, he was not called upon to do. 

In February, 1852, Mr. J. Edgar Thomson, President of the Pennsylvania 
Railroad. Company, invited proposals for a number of freight locomotives of 
fifty-six thousand pounds weight each. They were to be adapted to burn bitu- 
minous coal, and to have six wheels connected and a truck in front, which might 
be either of two or four wheels: Mr. Baldwin secured the contract, and built 
twelve engines of the prescribed dimensions, viz., cylinders eighteen by twenty- 
two; drivers forty-four inches diameter, with chilled tires. Several of these engines 
were constructed with a single pair of truck-wheels in front of the drivers, but back 
of the cylinders. It was found, however, after the engines were put in service, that 
the two truck-wheels carried eighteen thousand or nineteen thousand pounds, 
and this was objected to by the company as too great a weight to be carried on 
a single pair of wheels. On the rest of the engines of the order, therefore, a 
four-wheeled truck in front was employed. 

The ten-wheeled engine thereafter assumed a place in the Baldwin classifica- 
tion. In 1855-56, two of twenty-seven tons weight, nineteen by twenty-two 
cylinders, forty-eight inches drivers, were built for the Portage Railroad, and 
three for the Pennsylvania Railroad. In 1855, ’56, and ’57, fourteen, of the 
same dimensions, were built for the Cleveland and Pittsburg Railroad; four 
for the Pittsburg, Fort Wayne and Chicago Railroad; and one for the Ma- 
rietta and Cincinnati Railroad. In 1858 and ’59, one was constructed for the 
' South Carolina Railroad, of the same size, and six lighter ten-wheelers, with 
cylinders fifteen and a half by twenty-two, and four-feet drivers, and two with 
cylinders sixteen by twenty-two, and four-feet drivers, were sent out to railroads 
in Cuba. 

It was some years—not until after 1860, however—before this pattern of engine 





32 ILLUSTRATED CATALOGUE. 





wholly superseded in Mr. Baldwin’s practice the old plan of freight engine on 
six or eight wheels, all connected. 

On three locomotives—the “ Clinton,” “Athens,” and ‘‘Sparta’”—completed for 
the Central Railroad of Georgia in July, 1852, the driving-boxes were made with 
a slot or cavity in the line of the vertical bearing on the journal. The object was 
to produce a more uniform distribution of the wear over the entire surface of the 
bearing. This was the first instance in which this device, which has since come 
into general use, was employed in the Works, and the boxes were so made by 
direction of Mr. Charles Whiting, then Master Mechanic of the Central Railroad 
of Georgia. He subsequently informed Mr. Baldwin that this method of fitting 
up driving-boxes had been in use on the road for several years previous to his 
connection with the company. As this device was subsequently made the sub- 
ject of a patent by Mr. David Matthew, these facts may not be without interest. 

In 1853, Mr. Charles Ellet, Chief Engineer of the Virginia Central Railroad, 


‘laid a temporary track across the Blue Ridge, at Rock Fish Gap, for use 


during the construction of a tunnel through the mountain. This track was 
twelve thousand five hundred feet in length on the eastern slope, ascending in 
that distance six hundred and ten feet, or at the average rate of one in twenty 
and a half feet. The maximum grade was calculated for two hundred and 
ninety-six feet per mile, and prevailed for half a mile. It was found, however, 
in fact, that the grade in places exceeded three hundred feet per mile. The 
shortest radius of curvature was two hundred and thirty-eight feet. On the 
western slope, which was ten thousand six hundred and fifty feet in length, the 
maximum grade was two hundred and eighty feet per mile, and the ruling radius 
of curvature three hundred feet. This track was worked by two of the Baldwin 
six-wheels-connected flexible-beam truck locomotives constructed in 1853-54. 
From a description of this track, and the mode of working it, published by Mr. 
Ellet in 1856, the following is extracted: 


“The locomotives mainly relied on for this severe duty were designed and constructed by 
the firm af M. W. Baldwin & Company, of Philadelphia. The slight modifications intro- 
duced at the instance of the writer to adapt them better to the particular service to be per- 
formed in crossing the Blue Ridge, did not touch the working proportions or principle of the 
engines, the merits of which are due to the patentee, M. W. Baldwin, Esq. 

“These engines are mounted on six wheels, all of which are drivers, and coupled, and 
forty-two inches diameter. The wheels are set very close, so that the distance between the 
extreme points of contact of the wheels and the rail, of the front and rear drivers, is nine feet 
four inches. This closeness of the wheels, of course, greatly reduces the difficulty of turning 
the short curves of the road. The diameter of the cylinders is sixteen and a half inches, and 
the length of the stroke twenty inches. To increase the adhesion, and at the same time avoid 
the resistance of a tender, the engine carries its tank upon the boiler, and the footboard is 
lengthened out and provided with suspended side-boxes, where a supply of fuel may be stored. 
By this means the weight of wood and water, instead of abstracting from the effective power 
of the engine, contributes to its adhesion and consequent ability to climb the mountain. The 
total weight of these engines is fifty-five thousand pounds, or twenty-seven and a half tons, 
when the boiler and tank are supplied with water, and fuel enough for a trip of eight miles is 
on board. The capacity of the tank is sufficient to hold one hundred cubic feet of water, and 
it has storage-room on top for one hundred cubic feet of- wood, in addition to what may be 
carried in the side-boxes and on the footboard. 





BALDWIN LOCOMOTIVE WORKS. 33 





“To enable the engines better to adapt themselves to the flexures of the road, the front and 
middle pairs of drivers are held in position by wrought-iron beams, having cylindrical boxes 
in each end for the journal-bearings, which beams vibrate on spherical pins fixed in the frame 
of the engine on each side, and resting on the centres of the beams. The object of this 
arrangement is to form a truck, somewhat flexible, which enables the drivers more readily 
to traverse the curves of the road. 

“The writer has never permitted the power of the engines on this mountain road to be fully 
tested. The object has been to work the line regularly, economically, and, above all, safely ; 
and these conditions are incompatible with experimental loads subjecting the machinery to 
severe strains. The regular daily service of each of the engines is to make four trips, of eight 
miles, over the mountain, drawing one eight-wheel baggage car, together with two eight-wheel 
passenger cars, in each direction. 

“In conveying freight, the regular train on the mountain is three of the eight-wheel house- 
cars, fully loaded, or four of them when empty or partly loaded. 

‘These three cars, when full, weigh, with their loads, from forty to forty-three tons. Some- 
times, though rarely, when the business has been unusually heavy, the loads have exceeded 
fifty tons. 

‘‘With such trains the engines are stopped on the track, ascending or descending, and are 
started again, on the steepest grades, at the discretion of the engineer. 

‘‘Water, for the supply of the engines, has been found difficult to obtain on the mountain ; 
and, since the road was constructed, a tank has been established on the eastern slope, where 
the ascending engines stop daily on a grade of two hundred and eighty feet per mile, and are 
there held by the brakes while the tank is being filled, and started again at the signal and 
without any difficulty. 

“The ordinary speed of the engines, when loaded, is seven anda half miles an hour on the 
ascending grades, and from five and a half to six miles an hour on the descent. 

“When the road was first opened, it speedily appeared that the difference of forty-three feet 
on the western side, and fifty-eight feet on the eastern side, between the grades on curves of 
three hundred feet radii and those on straight lines, was not sufficient to compensate for the 
increased traction due to such curvature. The velocity, with a constant supply of steam, was 
promptly retarded on passing from a straight line to a curve, and promptly accelerated again 
on passing from the curve to the straight line. But, after a little experience in the working of 
the road, it was found advisable to supply a small amount of grease to the flange of the engine 
by means of a sponge, saturated with oil, which, when needed, is kept in contact with the 
wheel by a spring. Since the use of the oil was introduced, the difficulty of turning the curves 
has been so far diminished, that it is no longer possible to determine whether grades of two 
hundred and thirty-seven and six-tenths feet per mile on curves of three hundred feet radius, 
or grades of two hundred and ninety-six feet per mile on straight lines, are traversed most 
rapidly by the engine. 

‘“When the track is in good condition, the brakes of only two of the cars possess sufficient 
power to control and regulate the movement of the train,—that is to say, they will hold back 
the two cars and the engine. When there are three or more cars in the train, the brakes on 
the cars, of course, command the train so much the more easily. 

“But the safety of the train is not dependent on the brakes of the cars. There is also a 
valve or air-cock in the steam-chest, under the control of the engineer. This air-cock forms 
an independent brake, exclusively at the command of the engineer, and which can always 
be applied when the engine itself isin working order. The action of this power may be made 
ever so gradual, either slightly relieving the duty of the brakes on the cars, or bringing into 
play the entire power of the engine. The train is thus held in complete command.” 


The Mountain Top Track, it may be added, was worked successfully for several 
years, by the engines described in the above extract, until it was abandoned on 
the completion of the tunnel. The exceptionally steep grades and short curves 








34 ILLUSTRATED CATALOGUE. 





which characterized the line, afforded a complete and satisfactory test of the 
adaptation of these machines to such peculiar service. 

But the period now under consideration was marked by another, and a most 
important, step in the progress of American locomotive practice. We refer to 
the introduction of the link-motion. Although this device was first employed 
by William T. James, of New York, in 1832, and eleven years later by the 
Stephensons, in England, and was by them applied thenceforward on their en- 
gines, it was not until 1849 that it was adopted in this country. In that year 
Mr. Thomas Rogers, of the Rogers Locomotive and Machine Company, intro- 
duced it in his practice. Other builders, however, strenuously resisted the inno- 
vation, and none more so than Mr. Baldwin. The theoretical objections which 
confessedly apply to the device, but which practically have been proved to be 


unimportant, were urged from the first by Mr. Baldwin as arguments against ~ 


its use. The strong claim of the advocates of the link-motion, that it gave a 
means of cutting off steam at any point of the stroke, could not be gainsaid, 
and this was admitted to be a consideration of the first importance. This very 
circumstance undoubtedly turned Mr. Baldwin’s attention to the subject of 
methods for cutting off steam, and one of the first results was his “ Variable 
Cut-off,” patented April 27, 1852. This device consisted of two valves, the 
upper sliding upon the lower, and worked by an eccentric and rock-shaft in the 
usual manner. The lower valve fitted steam-tight to the sides of the steam- 
chest and the under surface of the upper valve. When the piston reached each 
end of its stroke, the full pressure of steam from the boiler was admitted around 
the upper valve, and transferred the lower valve instantaneously from one end of the 
steam-chest to the other. The openings through the two valves were so arranged 
that steam was admitted to the cylinder only for a part of the stroke. The effect 
was, therefore, to cut off steam at a given point, and to open the induction and 
exhaust ports substantially at the same instant and to their full extent. The 


exhaust port, in addition, remained fully open while the induction port was 


gradually closing, and after it had entirely closed. Although this device was 
never put in use, it may be noted in passing that it contained substantially the 
principle of the steam-pump, as since patented and constructed. 

Early in 1853, Mr. Baldwin abandoned the half-stroke cut-off, previously 
described, and which he had been using since 1845, and adopted the variable 
cut-off, which was already employed by other builders. One of his letters, 
written in January, 1853, states his position, as follows: 

‘“‘T shall put on an improvement in the shape of a variable cut-off, which can be operated 
by the engineer while the machine is running, and which will cut off anywhere from six to 
twelve inches, according to the load and amount of steam wanted, and this without the link- 
motion, which I could never be entirely satisfied with. . I still have the independent cut-off, 
and the additional machinery to make it variable will be simple and not liable to be deranged.” 


This form of cut-off was a separate valve, sliding on a partition plate between 
it and the main steam-valve, and worked by an independent eccentric and rock- 
shaft. The upper arm of the rock-shaft was curved so as to form a radius-arm, 


BALDWIN LOCOMOTIVE WORKS. 35 





on which a sliding-block, forming the termination of the upper valve-rod, could 
be adjusted and held at varying distances from the axis, thus producing a vari- 
able travel of the upper valve. This device did not give an absolutely perfect 
cut-off, as it was nat operative in backward gear, but when running forward it 
would cut-off with great accuracy at any point of the stroke, was quick in its 
-movement, and economical in the consumption of fuel. 

After a short experience with this arrangement of the cut-off, the partition 
plate was omitted, and the upper valve was made to slide directly on the lower. 
This was eventually found objectionable, however, as the lower valve would soon 
cut a hollow in the valve-face. Several unsuccessful attempts were made to 
remedy this defect, by making the lower valve of brass, with long bearings, and 
making the valve-face of the cylinder of hardened steel; finally, however, the 
plan of one valve on the other was abandoned, and recourse was again had to 
an interposed partition plate, as in the original half-stroke cut-off. 

Mr. Baldwin did not adopt this form of cut-off without some modification of 
his own, and the modification in this instance consisted of a peculiar device, 
patented September 13, 1853, for raising and lowering the block on the radius- 
arm. A quadrant was placed so that its circumference bore nearly against a 
curved arm projecting down from the sliding-block, and which curved in the 
reverse direction from the quadrant. Two steel straps side by side were interposed 
between the quadrant 
and this curved arm. 
One of the straps was 
connected to the lower 
end of the quadrant 
and the upper end of 
the curved arm; the = : 
other, to the upper end Fig. 11.—VARIABLE CUT-OFF ADJUSTMENT. 
of the quadrant and the 
lower end of the curved arm. The effect was the same as if the quadrant and arm 
geared into each other in any position by teeth, and theoretically the block was 
kept steady in whatever position placed on the radius-arm of the rock-shaft. 
This was the object sought to be accomplished, and was stated in the specifica- 
tion of the patent as follows: 




















“The principle of varying the cut-off by means of a vibrating arm and sliding pivot-block 
has long been known, but the contrivances for changing the position of the block upon the 
arm have been very defective. The radius of motion of the link by which the sliding-block 
is changed on the arm, and the radius of motion of that part of the vibrating arm on which 
the block is placed, have, in this kind of valve gear, as heretofore constructed, been different, 
which produced a continual rubbing of the sliding-block upon the arm while the arm is vibra- 
ting; and as the block for the greater part of the time occupies one position on the arm, and 
only has to be moved toward either extremity occasionally, that part of the arm on which the 
block is most used soon becomes so worn that the block is loose, and jars.” 


This method of varying the cut-off was first applied on the engine “Belle,” 
delivered to the Pennsylvania Railroad Company, December 6, 1854, and there- 


ES i i aa 


36 ILLUSTRATED CATALOGUE. 





after was for some time employed by Mr. Baldwin. It was found, however, in 
practice, that the steel straps would stretch sufficiently to allow them to buckle 
and break, and hence they were soon abandoned, and chains substituted between 
the quadrant and curved arm of the sliding-block. These chains in turn proved 
little better, as they lengthened, allowing lost motion, or broke altogether, so that 
eventually the quadrant was wholly abandoned, and recourse was finally had to 
the lever and link for raising and lowering the sliding-block. As thus arranged, 
the cut-off was substantially what was known as the “Cuyahoga cut-off,” as 
introduced by Mr. Ethan Rogers, of the Cuyahoga Works, Cleveland, Ohio, 
except that Mr. Baldwin used a partition plate between the upper and the lower 
valve. 

But while Mr. Baldwin, in common with many other builders, was thus reso- 
lutely opposing the link-motion, it was nevertheless rapidly gaining favor with 
railroad managers. Engineers and master mechanics were everywhere learning 
to admire its simplicity, and were manifesting an enthusiastic preference for en- 
gines so constructed. At length, therefore, he was forced to succumb; and the 
link was applied to the “Pennsylvania,” one of two engines completed for the 
Central Railroad of Georgia, in February, 1854. The other engine of the order, 
the “New Hampshire,” had the variable cut-off, and Mr. Baldwin, while yielding 
to the demand in the former engine, was undoubtedly sanguine that the working 
of the latter would demonstrate the inferiority of the new device. In this, how- 
ever, he was disappointed, for in the following year the same company ordered 
three more engines, on which they specified the link-motion. In 1856, seventeen 
engines for nine different companies had this form of valve gear, and its use was 
thus incorporated in his practice. It was not, however, until 1857 that he was 
induced to adopt it exclusively. This step was forced upon him, at that time, 
by the report of Mr. Parry, then Superintendent of the Works (now a member 
of the present firm), who, on returning from an extended tour in the South, brought 
back the intelligence that the link-motion was everywhere preferred, and that 
the Baldwin engines were losing ground rapidly, in consequence of their lack 
of this feature. Mr. Baldwin’s characteristic reply was, ‘‘Then they shall have 
link-motion hereafter.” And thenceforth the independent cut-off gradually 
disappeared, and the link reigned in its stead. . 

February 14, 1854, Mr. Baldwin and Mr. David Clark, Master Mechanic of the 
Mine Hill Railroad, took out conjointly a patent for a feed-water heater, placed 
at the base of a locomotive chimney, and consisting of one large vertical flue, 
surrounded by a number of smaller ones. The exhaust steam was discharged 
from the nozzles through the large central flue, creating a draft of the products 
of combustion through the smaller surrounding flues. The pumps forced the 
feed-water into the chamber around these flues, whence it passed to the boiler 
by a pipe from the back of the stack. This heater was applied on several engines 
for the Mine Hill Railroad, and on a few for other roads; but its use was excep- 
tional, and lasted only for a year or two. 

In December of the same year, Mr. Baldwin filed a caveat for a variable 
exhaust, operated automatically, by the pressure of steam, so as to close when the 








BALDWIN LOCOMOTIVE WORKS. 37 





pressure was lowest in the boiler, and open with the increase of pressure. The 
device was never put in service. 

The use of coal, both bituminous and anthracite, as a fuel for locomotives, had 
by this time become a practical success. The economical combustion of bitu- 
minous coal, however, engaged considerable attention. It was felt that much 
remained to be accomplished in consuming the smoke and deriving the maxi- 
mum of useful effect from the fuel. Mr. Baird, who was now associated with 
Mr. Baldwin in the management of the business, made this matter a subject 
of careful study and investigation. An experiment was conducted under his 
direction, by placing a sheet-iron deflector in the fire-box of an engine on the 
Germantown and Norristown Railroad. The success of the trial was such as to 
show conclusively that a more complete combustion resulted. As, however, a 
deflector formed by a single plate of iron would soon be destroyed by the action 
of the fire, Mr. Baird proposed to use a water-leg projecting upward and back- 
ward from the front of the fire-box under the flues. Drawings and a model of 
the device were prepared, with a view of patenting it, but subsequently the in- 
tention was abandoned, Mr. Baird concluding that a fire-brick arch as a deflector 
to accomplish the same object was preferable. This was accordingly tried on 
two locomotives built for the Pennsylvania Railroad Company in 1854, and was 
found so valuable an appliance that its use was at once established, and it was 
put on a number of engines built for railroads in Cuba and elsewhere. For 
several years the fire-bricks were supported on side plugs; but in 1858, in the 
“Media,” built for the West Chester and Philadelphia Railroad Company, water- 
pipes extending from the crown obliquely downward and curving to the sides 
of the fire-box at the bottom, were successfully used for the purpose. 

The adoption of the link-motion may be regarded as the dividing line be- 
tween the present and the early and transitional stage of locomotive practice. 
Changes since that event have been principally in matters of detail, but it is the 
gradual perfection of these details which has made the locomotive the symmetrical, 
efficient, and wonderfully complete piece of mechanism it is to-day. In perfect- 
ing these minutiz, the Baldwin Locomotive Works has borne its part, and it only 
remains to state briefly its contributions in this direction. 

The production of the establishment during the six years from 1855 to 1860, 
inclusive, was as follows: forty-seven engines in 1855; fifty-nine in 1856; sixty- 
six in 1857; thirty-three in 1858; seventy in 1859; and eighty-three in 1860. 
The greater number of these were of the ordinary type, four drivers coupled, 
and a four-wheeled truck, and varying in weight from fifteen ton engines, with 
cylinders twelve by twenty-two, to twenty-seven ton engines, with cylinders sixteen 
by twenty-four. A few ten-wheeled engines were built, as has been previously 
noted, and the remainder were the Baldwin flexible-truck six- and eight-wheels- 
connected engines. The demand for these, however, was now rapidly falling 
off, the ten-wheeled and heavy “C” engines taking their place, and by 1859 they 
ceased to be built, save in exceptional cases, as for some foreign roads, from 
which orders for this pattern were still occasionally received. . 

A few novelties characterizing the engines of this period may be mentioned. 

6 








38 ILLUSTRATED CATALOGUE. 





Several engines built in 1855 had cross-flues placed in the fire-box, under the 
crown, in order to increase the heating surface. This feature, however, was found 
impracticable, and was soon abandoned. The intense heat to which the flues 
were exposed converted the water contained in them into highly superheated 
steam, which would force its way out through the water around the fire-box with 
violent ebullitions. Four engines were built for the Pennsylvania Railroad 
Company, in 1856-57, with straight boilers and two domes. The “ Delano” 
grate, by means of which the coal was forced into the fire-box from below, was 
applied on four ten-wheeled engines for the Cleveland and Pittsburg Railroad, 
in 1857. In 1850, several engines were built with the form of boiler introduced 
on the Cumberland Valley Railroad in 1851 by Mr. A. F. Smith, and which 
consisted of a combustion-chamber in the waist of the boiler, next the fire-box. 
This form of boiler was for some years thereafter largely used in engines for soft 
coal. It was at first constructed with the “water-leg,” which was a vertical 
water-space, connecting the top and bottom sheets of the combustion-chamber, 
but eventually this feature was omitted, and an unobstructed combustion-chamber 
employed. Several engines were built for the Philadelphia, Wilmington and 
Baltimore Railroad Company in 1859, and thereafter, with the “ Dimpfel” boiler, 
in which the tubes contain water, and, starting downward from the crown-sheet, 
are curved to the horizontal, and terminate in a narrow water-space next the 
smoke-box. The whole waist of the boiler, therefore, forms a combustion- 
chamber, and the heat and gases, after passing for their whole length along and 
around the tubes, emerge into the lower part of the smoke-box. 

In 1860, an engine was built for the Mine Hill Railroad, with boiler of a 
peculiar form. The top sheets sloped upward from both ends toward the centre, 
thus making a raised part or hump in the centre. The engine was designed to 
work on heavy grades, and the object sought by Mr. Wilder, the Superintendent 
of the Mine Hill Railroad, was to have the water always at the same height in 
the space from which steam was drawn, whether going up or down grade. 

All these experiments are indicative of the interest then prevailing upon the 
subject of coal-burning. The result of experience and study had meantime 
satisfied Mr. Baldwin that to burn soft coal successfully required no peculiar 
devices; that the ordinary form of boiler, with plain fire-box, was right, with 
perhaps the addition of a fire-brick deflector; and that the secret of the eco- 
nomical and successful use of coal was in the mode of firing, rather than in a 
different form of furnace. 

The year 1861 witnessed a marked falling off in the production. The break- 
ing out of the war at first unsettled business, and by many it was thought that 
railroad traffic would be so largely reduced that the demand for locomotives 
must cease altogether. A large number of hands were discharged from the works, 
and only forty locomotives were turned out during the year. It was even seri- 
ously contemplated to turn the resources of the establishment to the manufacture 
of shot and shell, and other munitions of war, the belief being entertained that 
the building of locomotives would have to be altogether suspended. So far, how- 
ever, was this from being the case, that, after the first excitement had subsided, 


BALDWIN LOCOMOTIVE WORKS. 39 


a. 


it was found that the demand for transportation by the general government, and 
by the branches of trade and production created by the war, was likely to tax 
the carrying capacity of the principal Northern railroads to the fullest extent. 
The government itself became a large purchaser of locomotives, and it is notice- 
able, as indicating the increase of travel and freight transportation, that heavier 
machines than had ever before been built became the rule. Seventy-five 
engines were sent from the works in 1862; ninety-six in 1863; one hundred and 
thirty in 1864; and one hundred and fifteen in 1865. During two years of this 
period, from May, 1862, to June, 1864, thirty-three engines were built for the 
United States Military Railroads.. The demand from the various coal-carrying 
roads in Pennsylvania and vicinity was particularly active, and large numbers 
of ten-wheeled engines, and of the heaviest eight-wheeled four-coupled engines, 
were built. Of the latter class, the majority were with fifteen and sixteen inch 
cylinders, and of the former, seventeen and eighteen inch cylinders. 

The introduction of several important features in construction marks this 
period. Early in 1861, four eighteen inch cylinder freight locomotives, with 
six coupled wheels, fifty-two inches in diameter, and a Bissell pony-truck with 
radius-bar in front, were sent to the Louisvilleand Nashville Railroad Company. 
This was the first instance of the use of the Bissell truck in the Baldwin 
Works. These engines, however, were not of the regular “Mogul” type, 
as they were only modifications of the ten-wheeler, the drivers retaining 
the same position, well back, and a pair of pony-wheels on the Bissell plan 
taking the place of the ordinary four-wheeled truck. Other engines of the same 
pattern, but with eighteen and one-half inch cylinders, were built in 1862-63, for 
the same company, and for the Don Pedro II. Railway of Brazil. 

The introduction of steel in locomotive-construction was a distinguishing 
feature of the period. Steel tires were first used in the works in 1863, on some 
engines for the Don Pedro II. Railway of South America. Their general 
adoption on American railroads followed slowly. No tires of this material 
were then made in this country, and it was objected to their use that, as it took 
from sixty to ninety days to import them, an engine, in case of a breakage of 
one of its tires, might be laid up useless for several months. To obviate this 
objection, M. W. Baldwin & Co. imported five hundred steel tires, most of which 
were kept in stock, from which to fill orders. 

Steel fire-boxes were first built for some engines for the Pennsylvania Railroad 
Company in 1861. English steel, of a high temper, was used, and at the first 
attempt the fire-boxes cracked in fitting them in the boilers, and it became 
necessary to take them out and substitute copper. American homogeneous 
cast-steel was then tried on engines 231 and 232, completed for the Pennsylvania 
Railroad in January, 1862, and it was found to work successfully. The fire-boxes 
of nearly all engines thereafter built for that road were of this material, and in 
1866 its use for the purpose became general. It may be added that while all 
steel sheets for fire-boxes or boilers are required to be thoroughly annealed 
before delivery, those which are flanged or worked in the process of boiler-con- 
struction are a second time annealed before riveting. 














40 ILLUSTRATED CATALOGUE. 





Another feature of construction, gradually adopted, was the placing of the 
cylinders horizontally. This was first done in the case of an outside-connected 
engine, the “ Ocmulgee,” which was sent to the Southwestern Railroad Com- 
pany of Georgia in January, 1858. This engine had a square smoke-box, and 
the cylinders were bolted horizontally to its sides. The plan of casting the 
cylinder and half-saddle in one piece and fitting it to the round smoke-box was 
introduced by Mr. Baldwin, and grew naturally out of his original method of 
construction. Mr. Baldwin was the first American builder to use an outside 
cylinder, and he made it for his early engines with a circular flange cast to it, by 
which it could be bolted to the boiler. The cylinders were gradually brought 
lower, and at a less angle, and the flanges prolonged and enlarged. In 1852, 
three six-wheels-connected engines, for the Mine Hill Railroad Company, were 
built with the cylinder flanges brought around under the smoke-box until they 
nearly met, the space between them being filled with a spark-box. This was 
practically equivalent to making the cylinder and half-saddle in one casting. 
Subsequently, on other engines on which the spark-box was not used, the half- 
saddles were cast so as almost to meet under the smoke-box, and, after the cylin- 
ders were adjusted in position, wedges were fitted in the interstices and the 
saddles bolted together. It was finally discovered that the faces of the two half- 
saddles might be planed and finished so that they could be bolted together and 
bring the cylinders accurately in position, thus avoiding the troublesome and 
tedious job of adjusting them by chipping and fitting to the boiler and frames. 
With this method of construction, the cylinders were placed at a less and less 
angle, until at length the truck-wheels were spread sufficiently, on all new or 
modified classes of locomotives in the Baldwin list, to admit of the cylinders 
being hung horizontally, as is the present almost universal American practice. 
By the year 1865, horizontal cylinders were made in all cases where the patterns 
would allow it. The advantages of this arrangement are manifestly in the interest 
of simplicity and economy, as the cylinders are thus rights or lefts, indiscrimi- 
nately, and a single pattern answers for either side. 

A distinguishing feature in the method-of construction which characterizes 
these Works, is the.extensive use of a system of standard gauges and tem- 
plets, to which all work admitting of this process is required to be made. The 
importance of this arrangement, in securing absolute uniformity of essential 
parts in all engines of the same class, is manifest, and with the increased pro- 
duction since 1861 it became a necessity as well as a decided advantage. It has 
already been noted that as early as 1839 Mr. Baldwin felt the importance of 
making all like parts of similar engines absolutely uniform and interchangeable. 
It was not attempted to accomplish this object, however, by means of a complete 
system of standard gauges, until many years later. In 1861 a beginning was 
made of organizing all the departments of manufacture upon this basis, and 
from it has since grown an elaborate and perfected system, embracing all the 
essential details of construction. An independent department of the Works, 
having a separate foreman and an adequate force of skilled workmen, with special 
tools adapted to the purpose, is organized as the Department of Standard Gauges. 





BALDWIN LOCOMOTIVE WORKS. 41 





A system of standard gauges and templets for every description of work to be 
done,.is made and kept by this department. The original templets are kept 
as “standards,” and are never used on the work itself, but from them exact 
duplicates are made, which are issued to the foremen of the various departments, 
and to which all work is required to conform. The working gauges are com- 
pared with the standards at regular intervals, and absolute uniformity is thus 
maintained. The system is carried into every possible important detail. Frames 
are planed and slotted to gauges, and drilled to steel bushed templets. Cylinders 
are bored and planed, and steam-ports, with valves and steam-chests, finished and 
fitted, to gauges. Tires are bored, centres turned, axles finished, and cross-heads, 
guides, guide-bearers, pistons, connecting- and parallel-rods planed, slotted, or 
finished, by the same method. Every bolt about the engine is made to a gauge, 
and every hole drilled and reamed to a templet. The result of the system is 
an absolute uniformity and interchangeableness of parts in engines of the same 
class, insuring to the purchaser the minimum cost of repairs, and rendering 
possible, by the application of this method, the large production which these 
Works have accomplished. 

Thus had been developed and perfected the various essential details of existing 
locomotive practice, when Mr. Baldwin died, September 7, 1866. He had been 
permitted, in a life of unusual activity and energy, to witness the rise and wonder- 
ful increase of a material interest which had become the distinguishing feature 
of the century. He had done much, by his own mechanical skill and inventive 
genius, to contribute to the development of that interest. His name was as 
“familiar as household words” wherever on the American continent the locomo- 
tive had penetrated. An ordinary ambition might well have been satisfied with this 
achievement. But Mr. Baldwin’s claim to the remembrance of his fellow-men 
rests not alone on the results of his mechanical labors. A merely technical 
history, such as this, is not the place to do justice to his memory as a man, as a 
Christian, and as a philanthropist; yet the record would be manifestly imperfect, 
and would fail properly to reflect the sentiments of his business associates who 
so long knew him in all relations of life, were no reference made to his many 
virtues and noble traits of character. Mr. Baldwin was a man of sterling 
integrity and singular conscientiousness. To do right, absolutely and unre- 
servedly, in all his relations with men, was an instinctive rule of his nature. His 
heroic struggle to meet every dollar of his liabilities, principal and interest, after 
his failure, consequent upon the general financial crash in 1837, constitutes a 
chapter of personal self-denial and determined effort which is seldom paralleled 
in the annals of commercial experience. When most men would have felt that 
an equitable compromise with creditors was all that could be demanded in view 
of the general financial embarrassment, Mr. Baldwin insisted upon paying all 
claims in full, and succeeded in doing so only after nearly five years of unremit- 
ting industry, close economy, and absolute personal sacrifices. Asa philanthro- 
pist and a sincere and earnest Christian, zealous in every good work, his memory 
is cherished by many to whom his contributions to locomotive improvement are 
comparatively unknown. From the earliest years of his business life the prac- 











42 ILLUSTRATED CATALOGUE. 





tice of systematic benevolence was made a duty and a pleasure. His liberality 
constantly increased with his means. Indeed, he would unhesitatingly give his 
notes, in large sums, for charitable purposes, when money was absolutely wanted 
to carry on his business. Apart from the thousands which he expended in pri- 
vate charities, and of which, of course, little can be known, Philadelphia contains 
many monuments of his munificence. Early taking a deep interest in all Chris- 
tian effort, his contributions to missionary enterprise and church extension were 
on the grandest scale, and grew with increasing wealth. Numerous church 
edifices in this city, of the denomination to which he belonged, owe their exist- 
ence largely to his liberality, and two at least were projected and built by him 
entirgly at his own cost. In his mental character, Mr. Baldwin was a man of 
remarkable firmness of purpose. This trait was strongly shown during his 
mechanical career, in the persistency with which he would work at a new im- 
provement or resist an innovation. If he was led sometimes to assume an 
attitude of antagonism to features of locomotive-construction which after-expe- 
rience showed to be valuable,—~and a desire for historical accuracy has required 
the mention, in previous pages, of several instances of this kind,—it is at least 
certain that his opposition was based upon a conscientious belief in the mechani- 
cal impolicy of the proposed changes. 

After the death of Mr. Baldwin, the business was reorganized, in 1867, under 
the title of “The Baldwin Locomotive Works,” M. Baird & Co., Proprietors. 
Messrs. George Burnham and Charles T. Parry, who had been connected with 
the establishment from an early period, the former in charge of the finances, and 
the latter as General Superintendent, were associated with Mr. Baird in the 
copartnership. Three years later, Messrs. Edward H. Williams, William P. 
Henszey, and Edward Longstreth became members of the firm. Mr. Williams 
had been connected with railway management on various lines since 1850. 
Mr. Henszey had been Mechanical Engineer, and Mr. Longstreth the General 
Superintendent of the Works for several years previously. 

The production of the Baldwin Locomotive Works from 1866 to 1871, both 
years inclusive, has been as follows: 

1866, one hundred and eighteen locomotives. 
1867, one hundred and twenty-seven “ 
1868, one hundred and twenty-four =“ 
1869, two hundred and thirty-five ‘ 
1870, two hundred and eighty i 
1871, three hundred and thirty-one =“ 

In July, 1866, the engine “ Consolidation” was built for the Lehigh Valley 
Railroad, on the plan and specification furnished by Mr. Alexander Mitchell, 
Master Mechanic of the Mahanoy Division of that railroad. This engine was 
intended for working the Mahanoy plane, which rises at the rate of one hundred 
and thirty-three feet per mile. The “ Consolidation” had cylinders twenty by 
twenty-four, four pairs of drivers connected, forty-eight inches in diameter, and 
a Bissell pony-truck in front, equalized with the front drivers. The weight of the 
engine, in working order, was ninety thousand pounds, of which all but about 








BALDWIN ‘LOCOMOTIVE WORKS. 43 





ten thousand pounds was on the drivers. This engine has constituted the first 
of a class to which it has given its name, and over thirty “Consolidation” engines 
have since been constructed. 

A class of engines known as “ Moguls,” with three pairs of drivers:connected 
and a swing pony-truck in front equalized with the front drivers, took its rise 
in the practice of this establishment from the “E. A. Douglas,” built for the 
Thomas Iron Company in 1867. These engines are fully illustrated in the Cata- 
logue. Several sizes of “ Moguls” have been built, but principally with cylinders — 
sixteen, seventeen, and eighteen inches in diameter, respectively, and twenty-two 
or twenty-four inches stroke, and with drivers from forty-four to fifty-seven inches 
in diameter. This plan of engine has rapidly grown in favor for freight service 
on heavy grades or where maximum: loads are to be moved, and has been 
adopted by several leading lines. Utilizing, as it does, nearly the entire weight 
of the engine for adhesion, the main and back pairs of drivers being equalized 
together, as also the front drivers and the pony-wheels, and the construction of 
the engine with swing-truck and one pair of drivers without flanges allowing 
it to pass short curves without difficulty, the “ Mogul” is generally accepted asa 
type of engine especially adapted to the economical working of heavy freight 
traffic. o> 

In 1867,/0n a number of eight-wheeled four-coupled engines, for the Pennsyl- 
vania Railroad, the four-wheeled swing-bolster-truck was first applied, and there- 
after nearly all the engines built in the establishment with a two- or four-wheeled 
truck in front have been so constructed. The two-wheeled or “pony” truck 
has been built both on the Bissell plan, with double inclined slides, and with the 
ordinary swing-bolster, and in both cases with the radius-bar pivoting from a 
point about four feet back from the centre of the truck. The four-wheeled truck 
has been made with swing-bolster exclusively and without the radius-bar. Of 
the engines above referred to as the first on which the swing-bolster-truck was 
applied, four were for express passenger service, with drivers sixty-seven inches 
in diameter, and cylinders: seventeen by twenty-four. One of them, placed on 
the road September g, 1867, was in constant service until May 14, 1871, without 
ever being off its wheels for repairs, making a total mileage of one hundred and 
fifty-three thousand two hundred and eighty miles. All of these engines have 
their driving-wheels spread eight and one-half feet between centres, thus increas- 
ing the adhesive weight, and with the use of the swing-truck they have been 
found to work readily on the shortest curves on the road. 

Steel flues were put in three ten-wheeled freight engines, numbers 211, 338; 
and 368, completed for the Pennsylvania Railroad in August, 1868, and up to 
the present time have been in constant use without requiring renewal. Flues of 
the same material have also been used in a number of engines for South Ameri- 
can railroads. Experience with tubes of this metal, however, has not yet been 
sufficiently extended to show whether they give any advantages commensurate 
with their increased cost over iron. 

Steel boilers have been built, to a considerable extent, for the Pennsylvania, 
Lehigh Valley, Central of New Jersey, and some other railroad companies, 





44 ILLUSTRATED CATALOGUE. 





since 1868, and with good results thus far. Where this metal is used for boilers, 
the plates may be somewhat thinner than if of iron, but at the same time, as shown 
by careful tests, giving a greater tensile strength. The thoroughly homogeneous 
character of the steel boiler-plate made in this country recommends it strongly 
for the purpose. 

In 1854, four engines for the Pennsylvania Railroad Company, the “ Tiger,” 
“ Leopard,” “ Hornet,” and “ Wasp,” were built with straight boilers and two 
domes each, and in 1866 this method of construction was revived. Since that 
date, the practice of the establishment has included both the wagon-top boiler 
with single dome, and the straight boiler with two domes. When the straight 
boiler is used, the waist is made about two inches larger in diameter than that of 
the wagon-top form. About equal space for water and steam is thus given in either 
case, and, as the number of flues is the same in both forms, more room for the 
circulation of water between the flues is afforded in the straight boiler, on account 
of its larger diameter, than in the wagon-top shape. The preference of many 
railroad officers for the straight boiler is based on the consideration of the 
greater strength which this form confessedly gives. The top and side lines being 
of equal length, the expansion is uniform throughout, and hence there is less 
liability to leak on the sides, at the junction of the waist and fire-box. The 
throttle-valve is placed in the forward dome, from which point drier steam can 
be drawn than from over the crown-sheet, where the most violent ebullitions in 
a boiler occur. For these reasons, as well as on account of its greater symmetry, 
the straight boiler with two domes is largely accepted as preferable to the wagon- 
top form. 

Early in 1870, the success of the various narrow-gauge railway enterprises in 
Europe aroused a lively interest in the subject, and numerous similar lines were 
projected on this side of the Atlantic. Several classes of engines for working 
railroads of this character were designed and built, and are illustrated in full in 
Division VII. of the Catalogue. 

The history of the Baldwin Locomotive Works has thus been traced from its 
inception to the present time. Over twenty-six hundred locomotives have been 
built in the establishment since the completion of the “ Old Ironsides,” in 1832. 
Its capacity is now equal to the production of over four hundred locomotives annu- 
ally, and it has attained the rank of the largest locomotive works in the world. It 
owes this position not only to the character of the work it has turned out, but 
largely also to the peculiar facilities for manufacture which it possesses. Situated 
close to the great iron and coal region of the country, the principal materials 
required for its work are readily available. It numbers among its managers and 
workmen men who have had the training of a lifetime in the various specialties 
of locomotive-manufacture, and whose experience has embraced the successive 
stages of American locomotive progress. Its location, in the largest manufac- 
turing city of the country, is an advantage of no ordinary importance. In 1870, 
Philadelphia, with a total population of nearly seven hundred thousand souls, 
gave employment in its manufactures to over one hundred and twenty thousand 
persons. In other words, more than one-sixth of its population is concerned in 














BALDWIN LOCOMOTIVE WORKS. 45 





production. The extent of territory covered by the city, embracing one hundred 
and twenty-seven square miles, with unsurpassed facilities for ready intercommu- 
nication .by street railways, renders possible separate comfortable homes for the 
working population, and thus tends to elevate their condition and increase their 
efficiency. Such and so vast a class of skilled mechanics is therefore available 
from which to recruit the forces of the establishment when necessary. Under 
their command are special tools, which have been created from time to time 
with reference to every detail of locomotive-manufacture ; and an organized 
system of production, perfected by long years of experience, governs the opera- 
tion of all. 

With such a record for the past, and such facilities at its command for the 
future, the Baldwin Locomotive Works submits the following Catalogue of the 
principal classes of locomotives embraced in its present practice. 








BALDWIN LOCOMOTIVE WORKS. 47 


Ca ik€ UL AR, 


oS 


In the following pages we present and illustrate a system of STANDARD 
LOCOMOTIVES, in which, it is believed, will be found designs suited to all the 


requirements of ordinary service. 


These patterns admit of modifications, to suit the preferences of railroad 
managers, and where machines of peculiar construction for special service are 
required, we are prepared to make and submit designs, or to build to specifica- 


tions furnished. 


All the locomotives of the system herewith presented are adapted to the 


consumption of wood, coke, or bituminous or anthracite coal as fuel. 


All work is accurately fitted to gauges, which are made from a system of 
standards kept exclusively for the purpose. Like parts will, therefore, fit accu- 


rately in all locomotives of the same class. 


This system of manufacture, together with the large number of locomotives 
at all times in progress, and embracing the principal classes, insures unusual 
and especial facilities for filling at once, or with the least possible delay, orders 


for duplicate parts. 


Full specifications of locomotives will be furnished on application. 


M. BAIRD & CO. 





ILLUSTRATED CATALOGUE. 


EXPLANATION, OF TEINS 





Tue several classes of locomotives manufactured by the Baldwin Locomo- 
tive Works have their respective distinguishing names, which are derived and 


applied as follows: 


All locomotives having one pair of driving-wheels are designated as B engines. 
Those having two pairs of drivers, as . : : . C engines: 
Those having three pairs of drivers,as .  . : ; D engines. 


Those having four pairs of drivers, as ; ; : -. Mreneumes: 


One or more figures united with one of these letters, B, C, D, or E, and 
preceding it, indicates the dimensions of cylinders, boiler, and other parts, and 
also the general plan of the locomotive: thus, 27% C designates the class of 
eight-wheeled locomotives (illustrated on pages 56 and 60) with two pairs of 
drivers and a four-wheeled truck, and with cylinders sixteen inches in diameter 
and twenty-two or twenty-four inches stroke. 34 E designates another class 
(illustrated on page 80), with four pairs of drivers and a pony truck, and with 


cylinders twenty inches in diameter and twenty-four inches stroke. 


In like manner all the other classes are designated by a combination of 
certain letters and figures. 


All corresponding important parts of locomotives of the same class are 
made interchangeable and exact duplicates. 


The following table gives a summary of the principal classes of locomotives 


of our manufacture: = 





BALDWIN LOCOMOTIVE WORKS. 


49 





GENE RAE, CreAssiFPreAaTion. 


























gy in| 
a4 : DRIVERS. 2 fon B 
1) SERVICE. Gauge. Cylinders. | _ 22 so 
8% ; ep eee 

Q No. | Diameter.) & nS 
INCHES. POUNDS. 
8% C Narrow Gauge Passenger and Freight. [3 feet and over. g x 16 4 36 to 4o 2 25,000 
9% C do. | Eg ro x 16 4 36 to 4o 2 30,000 
rye 2) Narrow Gauge Freight. “s Ir x 16 6 36 to 4o 2 35,000 
Z4yoeeD) do. ig 12 x 16 6 36 to 4o 2 40,000 
8 xe Tank Switching. 4ft. 81%4 and over 9 x 16 4 305 al\a.cesre 25,000 
10% C do. ee Iz x 16 4 3 Oa |ireareas 38,000 
1% C do. oo iI x 16 4 36 2 40,000 
wae GS do. cs 12% 22 4 AA ee Masao es 43,000 
An do. UG 14 X 22 4 48 48,000 
14% C do. Fe I4 X 22 4 48 2 50,000 
184% C do. ce TSscn22 4 48: £0" 5A | senses 55,000 
15% C do. re I5 xX 22 4 48 to 54 2 57,000 
21.0) ‘5 do. £6 15 X22 6 ag WPlscests 65,000 
27% D do. és 16 X 22 6 44 tO: 48° |) w.0s0s 66,000 
Caan Switching, with separate Tender. ce 9 x 16 4 SOP ea) wiiaee 22,000 
1044 C do. ee 11 x 16 4 GOmewel|lesres.. 34,000 
1% C do. cf mr x 16 4 36 2 36,000 
zie do. ws I2 X 22 4 Bai, el erase 38,000 
TA eG do. ce 714 X22 4 AGE oe bl O.Srce: 42,000 
144% C ‘do: iG I4 X 22 4 48 2 44,000 
18% C do. ce 15 X 22 4 48 to 54 | woe 49,000 
15% C do. hs Is xX 22 4 48 to 54 2 51,000 
19% C do. ee 16 x 22 4 AS tO: Sal! vance 56,000 
2x D do. ce 15 X 22 6 Ado) ‘Wanssese 52,000 
27% D do. ae 16 x ey \ 6 44-00-48 |" seeten 60,000 
25% D do. oe 17 x = 6 ASXEONS44]|| ccaeean 66,000 
ES ee Passenger and Freight. OG 10 X 20 4 54 4 38,000 
16% -C do. ee I2 X 22 4 54 to 60 4 44,000 
-20% C do. a 13 x za 4 56 to 66 4 50,000 
22% C do SS tA ah 4 56 to 66 4 55,000 
24% C do. £6 Us oe zi} 4 56 to 66 4 60,000 
27% C do. Gy 16 ae 4 56 to 66 4 65,000 
28 3 do. ae 17 x zh 4 56 to 66 4 70,000 
24% D Freight. ss 16 x a 48 to 54 4 67,000 
26% D do. iM 17 x a 6 48 to 54 4 72,000 
28% D do. < 18 x Zh 6 48 to 54 4 77,000 
27% D Freight and Pushing. &6 16 x a 6 48 to 54 2 66,000 
25% D | do. a 17 x za cc 48 to 54 2 71,000 
30 DI do. ss 18 x a } 6 48 to 54 2 76,000 
34 ‘E Freight and Pushing. ‘% 20 X 24 8 48 2 | 96,000 














50 ILLUSTRATED CATALOGUE. 





PREEAT ORS 


Sa 





THE dimensions given in the following Catalogue are for locomotives of 


four feet eight and a half inches gauge, unless otherwise stated. 


The /oads given under each class are invariably in gross tons of twenty-two 


hundred and forty pounds, and include both cars and lading. 


All the locomotives described in this Catalogue are sold with the guarantee 
that they will haul, ona straight track in good condition, the loads stated. Their 
actual performance under favorable circumstances may be relied upon largely to 


exceed the figures given in the guarantee. 


The feed-water for all locomotives specified is supplied by two pumps, or 
one pump and one injector. One or more-injectors can also be supplied in 


addition to the two pumps, if desired. 

















N 
WwW 











BALDWIN LOCOMOTIVE WORKS. . 


53 





Oi VisStoON: T- 


ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE. 


Gi A6S i C. 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 52. 


CYLINDERS. 


Diameter of cylinders : : : , 2»), 1Ocinches: 


Length of stroke : : : : : 20.2% 


DRIVING-WHEELS. 


Diameter of drivers . : : ; : . 54 inches. 


TRUCK. 


FOUR-WHEELED TRUCK, WITH CENTRE-BEARING BOLSTER. 


Diameter of wheels : : . i : 24 inches. 


WHEEL-BASE. 


Total wheel-base ; : ‘ ‘ : ; 16 ft, 334 inches. 


TENDER. 


ON FOUR WHEELS. 


Capacity of tank . . : ; : ; goo gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 





On drivers. : : ‘ : : _. 23,000 pounds. 
On truck . ; : : : ; : 15,000 
Total weight of engine,about . : x 1238,000" 
LOAD. 
IN ADDITION TO ENGINE AND TENDER. 

@©neavlevel— . ‘ ea hee ays : : . 550 gross tons, 
Eom 2O:tterade:. ; : : : : 25OR ie. >, 
eeA@) i E : : : : Mee TOO: eo % 

60 Mb a : : : : EG) 3 - 
06 80 “ce ¥ - 85 66 6c 


SOO : ‘ : : ; F . Os) ae 





54 : ILLUSTRATED CATALOGUE. 





DIVISTON © 


ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERWICE 


CLASS 167 © 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 52. 


CYLINDERS. 
Diameter of cylinders : 5 ; ; ) oanences 
Length of stroke . . ; : Ds 


DRIVING-WHEELS. 
Diameter of drivers. 3 : : : . 54 to 60 inches. 


TRUCK. 
FOUR-WHEELED TRUCK, WITH CENTRE-BEARING BOLSTER. 


Diameter of wheels ‘ : ; : : 24 to 26 inches. 


WHEEL-BASE. 
Total wheel-base : 5 ; ; ; > TOM sinche 


TENDER. 


ON TWO FOUR-WHEELED TRUCKS. 


Capacity of tank . : 1200 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


On drivers : : : é : : . 28,000 pounds, 
Onitruck |: : i i s : : [O;COO} ns 
Total weight of engine, about. : “= AA OCOnma 
LOAD. 
IN ADDITION TO ENGINE AND TENDER. 
On a level : : ; : . 665 gross tons. 
“20 ft, grade. . : : : : : 305.008 * 
» 40 , : : : : : -2 1OOk ie _ 
“360 4 : : “ . @ : [2 Sees as 
180 a : : Q t : -7” 1OOmae ‘ 


100 : : ; ; : VASed = 














BALDWIN LOCOMOTIVE WORKS. 57 





DIVISION L 


ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE. 


CLASS. 20% CS 


GENERAL DESIGN ILLUSTRATED BY PRINTS ON PAGES 52 AND 56. 


CYLINDERS. 
Diameter of cylinders . : , ; ; .. £3:inches: 
Length of stroke . . ! : : 5 22 or 24 inches. 


DRIVING-WHEELS. 
Diameter of drivers . : 2 ‘ f . 56 to 66 inches. 


TRUCK. 
FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER. 


Diameter of wheels : : : F ; 24 to 30 inches. 


WHEEL-BASE. 





Total wheel-base : A : : », 20:ft, 134 inches, 
Rigid “ (distance between driving-wheel-centres) 6 ft. 6 inches. 
TENDER. 
ON TWO FOUR-WHEELED TRUCKS. 

Capacity of tank . : : : : : 1400 gallons. 

WEIGHT OF ENGINE IN WORKING ORDER. 
On drivers : : : : : : » 30,000 pounds, 
Ontruck . ; : : ; . : 20,000 ' - “ 

Total weight of engine, about. s 2, + §0,000'"- 

LOAD. 
IN ADDITION TO ENGINE AND TENDER. 

On a level ’ ; : ‘ : ; . 710 gross tons. 
seeZ2Oft.ctade . ’ : : é B25 wi 
AO ts ; : : ‘ : OO) s 
“7260 - : : : : : I40, * of 
oO % : : 5 : : LOR i 
e100 “ : : ‘ ; : SOmns “ 








58 ILLUSTRATED CATALOGUE. 








: DIVISION. LE 


ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE: 


CEN S S222 72 @ 


GENERAL DESIGN ILLUSTRATED BY PRINTS ON PAGES 52 AND 50. 


CYLINDERS. 
Diameter of cylinders . ; : . : . 14 inches. 
Length of stroke . : : 5 ‘ om 22 or 24 inches. 


DRIVING-WHEELS. 


Diameter of drivers. : : : ‘ - , 56 to 66 inches. 
TRUCK. 
FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER. 
Diameter of wheels ; 2 : : 3 24 to 30 inches. 


WHEEL-BASE. 


Total wheel-base 20 ft. 73 inches. 


Rigid a (distance between driving-wheel-centres) 7 ft. 
TENDER. 
ON TWO FOUR-WHEELED TRUCKS, 
Capacity of tank . : : : : ‘ 1600 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 





On drivers Be : ; 3 5 : . 35,000 pounds. 
Ontruck . : ; ; : : : 20,000 “ 
Total weight of engine, about. -) -§'5;000 jms 
LOAD. 
IN ADDITION TO ENGINE AND TENDER. 

On a level : ‘ , : : : . 835 gross tons. 
= 20, srade ‘ : ‘ ae) a 
AO a : : é : ‘ 7) -2AOmne oh 
OO = ‘ 5 : : : : 7 Oman - 
OO) i : : . : : U2 5a 


‘““ 100 ss ; , : : ; FE 1OOmws “ 








ara Donat ag era oe 











BALDWIN LOCOMOTIVE WORKS. 61 





DIVISION -L 


ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE: 


CLASS 24% © 


GENERAL DESIGN ILLUSTRATED BY PRINTS ON PAGES 56 AND 60. 


CYLINDERS. 
Diameter of cylinders . f ‘ : ; . 15 inches. 


Length of stroke . ; 3 ‘ 5 : 22 or 24 inches. 


DRIVING-WHEELS. 
Diameter of drivers. : 4 : 3 . 56 to 66 inches. 


TRUCK. 
FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER. 
Diameter of wheels : : : 3 5 24 to 30 inches. 


ee 


WHEEL-BASE. 


Total wheel-base : : : é : . 2i-ft. 3-inches, 
Rigid cu (distance between driving-wheel-centres) 7 ft. 8 inches. 
TENDER. 
ON TWO FOUR-WHEELED TRUCKS. 
Capacity of tank . : ‘ ‘ : : 1800 gallons. 
WEIGHT OF ENGINE IN WORKING ORDER. 
On drivers é : ae . 39,000 pounds. 
Ontruck . : ; A : : : 21,000 =“ 
Total weight of engine, about. : - ‘60;000 
LOAD. 
= IN ADDITION TO WEIGHT OF ENGINE AND TENDER. 

On a level é : ; ¢ : 5 . 930 gross tons. 

=) Bont. -orade™ \. ; , : AZO: oe a 

“cc 40 ce i : ; E ; " 270 66 4s 

« 68 ss ‘ ; . : : : 90. 

“, 80 rs : ; : ; ; ree aliOn. 


ac 


100 My 3 3 : é . ; Eo, rf 











62 ILLUSTRATED CATALOGUE. 








DIV TsO 


ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE; 


CLASS 277 


GENERAL DESIGN ILLUSTRATED BY PRINTS ON PAGES 56 ‘AND 60. 


CYLINDERS. 

Diameter of cylinders . ; c j ; . 16 inches. 
Length of stroke . , : : : : 22 or 24 inches. 
DRIVING-WHEELS. 

Diameter of drivers. : : : : . 56 to 66 inches. 

TRUCK. 

FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER. 
Diameter of wheels : : : ; : 24 to 30 inches. 
WHEEL-BASE. 

Total wheel-base : : : : : . 20 ft. oumeliess 
Rigid “ (distance between driving-wheel-centres) 8 ft. 

TENDER. 

ON TWO FOUR-WHEELED TRUCKS. 
Capacity of tank . : : : ; : 2000 gallons. 
WEIGHT OF ENGINE IN WORKING ORDER. 
On drivers : : : ; : : . 42,000 pounds. 
Onitruck> | : : : : : : AOC) 
Total weight of engine, about. ; . 65,000" tne 
LOAD. 
IN ADDITION TO ENGINE AND TENDER. 

On a level : : : : : : . 1000 gross tons. 
20 ft. grade. : ; : ; AOOT es 
AO ‘ ; : : . : ee reo) * 
[7200 : : : “ 205 i 
66 So oe : : x j I 50 ce 66 
SOO is)" e : : ; : : : 120 em 


The distance between centres of drivers (rigid wheel-base) can be made 
8 ft. 6 in., if preferred to 8 ft.as given above. This greater spread of wheels, 
throwing more weight on the drivers, gives the engine greater adhesion, and 
thus adds to its efficiency for freight service. Owing to the peculiar construc- 
tion of the truck, the engine is found to pass short curves without difficulty, 
even with this greater distance between driving-wheel-centres. 




































BALDWIN LOCOMOTIVE WORKS. 





DEV i SrO NT. 


ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE. 


GCiENSsS 23- C. 


GENERAL DESIGN ILLUSTRATED BY PRINTS ON PAGES 56, 60, AND 64. 


CYLINDERS. : 
Diameter of cylinders : : : ‘ = Winches: 


Length of stroke : ; 3 : : 22 or 24 inches. 


DRIVING-WHEELS. 


Diameter of drivers. : : : : . 56 to 66 inches. 
TRUCK. 
FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER. 
Diameter of wheels : : : : ‘ 24 to 30 inches. 


WHEEL-BASE. | 


Total wheel-base : : : ‘ Me . 22 ft. 61% inches. 
Rigid i (distance between driving-wheel-centres) 8 ft. 
TENDER, 
ON TWO FOUR-WHEELED TRUCKS. 
Capacity of tank . } : : : ; 2200 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


On drivers ; : : ; s : . 45,000 pounds. 
Ontruck . ‘ s ‘ : : : 25,000 “ 
Total weight of engine, about. : - “701000 
LOAD. 
IN ADDITION TO ENGINE AND TENDER. 

On a level ; ; : : : 1/1075 efoss tons, 
Perez tt onade -. 3 : 4050 
art . ; : : ; : E> Slo * 1 
ca OOy. - S ; é s j ‘ B20 see) ie 
i280 re : : é : : Be TODA i. 255 
LOO ‘ : : 3 : : Or gee pe 


The distance between centres of drivers (rigid wheel-base) can be made 
8 ft. 6 in., if preferred to 8 ft. as gftven above. This greater spread of wheels, 
throwing more weight on the drivers, gives the engine greater adhesion, and 
thus adds to its efficiency for freight service. Owing to the peculiar construc- 
tion of the truck, the engine is found to pass short curves without difficulty, 
_ even with this greater distance between driving-wheel-centres. 





66 ILLUSTRATED CATALOGUE. 








ADDENDZE 


ae 





ADAPTATION FOR EITHER PASSENGER OR FREIGHT SERVICE. 


The five preceding classes, embracing road locomotives with cylinders from 
thirteen to seventeen inches in diameter, admit of construction with either a 
twenty-two or a twenty-four inches stroke, and with driving-wheels of any 
diameter from fifty-six to sixty-six inches. Each class can, therefore, be adapted 
to either passenger or freight service, by giving the shorter stroke and the larger 
wheel for the former use, and the longer stroke and smaller wheel for the latter. 
The same cylinder pattern is used for both the twenty-two and the twenty-four 
inches stroke, the difference in length being made by recessing the cylinder 
heads. 


ANTHRACITE COAL BURNERS. 


The illustrations and figures given for engines in this Division are all for 
soft coal or wood burners. For anthracite coal the form of the furnace is 
changed, giving a longer grate and shallower fire-box. The barrel of boiler, 
length of connecting-rods, number and length of flues, etc., remain the same, so 
that no change in principal patterns results. The change in shape and dimen- 
sions of fire-box, however, alters the distribution of weight, throwing more load 
‘on the drivers and less on the truck, while the total weight of engine remains 
‘nearly the same. The hard coal burners, accordingly, having from this cause 
somewhat more adhesion than the soft coal burners of the same class, have pro- 
portionately more tractive power, and will haul loads from ten to fifteen per 
cent. greater than those given for the corresponding soft coal or wood burning 
engines. | 

STRAIGHT AND WAGON-TOP BOILERS. 

All the engines of this division are built with wagon-top boilers or with 

straight boilers and two domes, as preferred. Where the latter form is made, the 


throttle-valve is placed in the forward dome. The wagon-top and straight 


boilers for the same class are so proportioned as to give equal steam space and 


the same number of flues in both forms of construction. 











BALDWIN LOCOMOTIVE WORKS. 69 








Peres -ON SET. 


TEN-WHEELED FREIGHT LOCOMOTIVES. 


CLASS 24% D. 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 68. 


CYLINDERS. 
Diameter of cylinder. ‘ 5 : ; . 6 inches, 


Length of stroke . é : : : 22 or 24 inches. 


DRIVING-WHEELS. 


REAR AND FRONT PAIRS WITH FLANGED TIRES 514 INCHES WIDE. MAIN PAIR WITH PLAIN TIRES 
6 INCHES WIDE. 


Diameter of drivers ; ‘ : ; : . 48 to 54 inches. 
TRUCK. 
FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER. 
Diameter of wheels ; ‘ : , : 24 to 26 inches. 


WHEEL-BASE. 


Total wheel-base : ; : ; : a eaticet. 
Rigid “(distance between centres of rear and front drivers) 12 ft. 1 inch. 
TENDER. 
ON TWO FOUR-WHEELED TRUCKS. 

Capacity of tank . : ¥ . . ‘ 1600 gallons. 

WEIGHT OF ENGINE IN WORKING ORDER. 
On drivers : : : : : . 51,000 pounds. 
Ontruck . : : ; : ’ ’ 16,000 

Total weight of engine, about. ; - 67,000 . “ 

LOAD. 
IN ADDITION TO ENGINE AND TENDER. 

On a level ‘ ; : : : 2 . 1230 gross tons. 
“ie2O it, orade. .. : : i ; ‘ 570. © s 
eO ss : ‘ 5 : . 5 300:,.* 

“ 60 “ p ; ‘ é oie 260 6c 66 
66 80 66 : : ‘ ss is ‘ 195 6 66 


oe 100 66 : . i . , 155 6c 66 








7O ILLUSTRATED CATALOGUE. 





DIViIsTon a 


TEN-WHEELED FREIGHT LOCOMOTIVES. 


GLASS 2674): 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 68. 


CYLINDERS. 
Diameter of cylinders . 5 : : : . - 17inehess 
Length of stroke . : : : : : 22 or 24 inches. 


DRIVING-WHEELS. 


REAR AND FRONT PAIRS WITH FLANGED TIRES 514 INCHES WIDE. MAIN PAIR WITH PLAIN TIRES 
6 INCHES WIDE. 


Diameter of drivers. ‘ ‘ : ‘ . 48 to 54 inches. 
TRUCK. 
FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER. 
Diameter of wheels , : : : : 24 to 26 inches. 


WHEEL-BASE. 


Total wheel-base : : 23 ft. 234 inches. 





Rigid “(distance between centres of rear and front drivers) 12 ft. 8 inches. 
TENDER. 
ON TWO FOUR-WHEELED TRUCKS. 
Capacity of tank . : : : : : 1800 gallons. 
WEIGHT OF ENGINE IN WORKING ORDER. 

On drivers ; : : ; : : . 54,000 pounds. 
Ontruck . ; 3 J ; : ; 1S,0OOae 

Total weight of engine, about ; : <2 37,2:00Ommane 

LOAD. 
IN ADDITION TO ENGINE AND TENDER. 

On a level : : ; : : : . 1300 gross tons. 
Ss 20ut.orade. : “ : 5 é joe)“ si 
"40 a , 4 ‘ ca i = |= 38O ln o 
OO s : : . ; ‘ : 27 Oe . 
7230 . : : : ; : Se s205) am a 


aT OO sf Zé ; ; : : 7 LOOM se 








BALDWIN LOCOMOTIVE WORKS. 71 








Dy ES rou. = ht. 


TEN-WHEELED FREIGHT LOCOMOTIVES. 


Crass 287 sD, 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 68. 


CYLINDERS. 
Diameter of cylinders . : : é : . 18 inches. 
Length of stroke . : : : 3 ; 22 or 24 inches. 


DRIVING-WHEELS. 


REAR AND FRONT PAIRS WITH FLANGED TIRES 514 INCHES WIDE. MAIN PAIR WITH PLAIN TIRES 
6 INCHES WIDE. 


Diameter of drivers. ; 3 é : . 48 to 54 inches. 
TRUCK. 
FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER. 
Diameter of wheels : ‘ : : : 24 to 26 inches. 


WHEEL-BASE. 


Total wheel-base : : 5 : : 3» 23 ft>237-1nchies: 
Rigid “(distance between centres of rear and front drivers) 12 ft. 8 inches. 
TENDER. 
ON TWO FOUR-WHEELED TRUCKS. 
Capacity of tank . Y : : é ‘ 2000 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


On drivers : : ‘ ‘ ; : . 58,000 pounds. 
On truck . z : 5 ; : é 19,600. 
Total weight of engine, about. ‘ 77,000" 
LOAD. 
IN ADDITION TO ENGINE AND TENDER. 

On a level . : : : : : : 1400 gross tons. 
“20 ft. grade : : : : é ee OdG oe . 
Ao ss ; ‘ . : : : ALO = 
ce 60 ¢ s z é , . 290 ce 66 
6c 80 “cs . F rp ’ " i 220 66 66 
100 - : : . ; : : Tybee. eS 


72 ILLUSTRATED CATALOGUE. 





ADDENDA. 


—-eo<eS 





HARD AND SOFT COAL BURNERS, 


In the three classes of engines of Division II. certain differences occur 
between hard and soft coal-burners. The print on page 68 illustrates the plan 
of the soft coal or wood burner, In the hard coal burner the fire-box is made 
longer and shallower; the rear drivers are brought farther forward, and the 
three pairs of drivers are arranged so that the distance between centres of rear 
and main drivers is the same as the distance between centres of main and front 
drivers. The point of suspension of the back part of the engine being thus 
brought forward, a greater proportion of the total weight is carried on the 
drivers and rendered available for adhesion, and the tractive power of the hard 
coal burner is accordingly somewhat greater than that of the soft coal engine, 
The rigid wheel-base of the hard coal burner is also lessened from 17 to 24 


inches by the same modification. 


CURVING. 


All engines of this Division are built with a swing-bolster truck. The 
middle pair of drivers have tires without flanges. The engine is accordingly 
guided on the rails by the truck and the flanges of the front driving-wheels, and- 
is found to pass curves without difficulty. 

If preferred, however, the front instead of the main pair of drivers can have 


the plain tires. Both methods are in use. 


STRAIGHT AND WAGON-TOP BOILERS. 


All the engines of this Division are built with wagon-top boilers or with 
straight boilers and two domes, as preferred. Where the latter form is made, 
the throttle-valve is placed in the forward dome. The wagon-top and straight 
boilers for the same class are so proportioned as to give equal steam space and 


the same number of flues in both forms of construction. 














74 





BALDWIN LOCOMOTIVE WORKS. 75 





Orly lst ON ELT. 


FREIGHT OR PUSHING ENGINES.—*‘ MOGUL” PATTERN: 


GLASS 27% D: 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 74. 


CYLINDERS. 
Diameter of cylinders : : : : .-, 1O/inehes: 
Length of stroke 22 or 24 inches. 
DRIVING-WHEELS. 


REAR AND FRONT PAIRS WITH FLANGED TIRES 514 INCHES WIDE. MAIN PAIR WITH PLAIN TIRES 
6 INCHES WIDE. 


Diameter of drivers 48 to 54 inches. 


TRUCK. : 
ONE PAIR OF LEADING WHEELS, WITH SWING BOLSTER AND RADIUS-BAR, EQUALIZED WITH FRONT 
DRIVERS. 


Diameter of wheels 30 inches. 


WHEEL-BASE. 
Total wheel-base : : : : 21 ft, A inches, 
Rigid “(distance between centres of rear and front drivers) 14 ft. 


TENDER. 
ON TWO FOUR-WHEELED TRUCKS. 


Capacity of tank 1600 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


57,000 pounds, 
9,000. 


On drivers 
On leading wheels 


Total weight of engine, about. ‘ 2 66;000"7 


LOAD. 
IN ADDITION TO ENGINE AND TENDER. 


On a level : : : ; : 1400 gross tons. 
ma 20rt. orade ; 3 ‘ . , SapsO5G s 
tO s : . ; : : Ans s 

OS g : ‘ : ; : Goo = $ 
OO ‘i res : : : : 3 220, oi 
LOO % : : : : A OOS 








76 ILLUSTRATED CATALOGUE. ~ 





DIVISTOWN? TEE 


FREIGHT OR PUSHING ENGINES.—“ MOGUL” PATTERN. 


CLASS 26% 1D. 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 74. 


CYLINDERS. 
Diameter of cylinders ; ; -- 17 inches! 
Length of stroke . : , : : 22 or 24 inches. 


DRIVING-WHEELS. 


REAR AND FRONT PAIRS WITH FLANGED TIRES 514 INCHES WIDE. MAIN PAIR WITH PLAIN TIRES 
6 INCHES WIDE. 


Diameter of drivers. é : P : . 48 to 54 inches. 
TRUCK. 
ONE PAIR OF LEADING WHEELS, WITH SWING BOLSTER AND RADIUS-BAR, EQUALIZED WITH FRONT 
DRIVERS. 
Diameter of wheels : ; ; : : 30 inches. 


WHEEL-BASE. 


Total wheel-base ; : : : . , 2F ft-1o inches: 
Rigid “(distance between centres of rear and front drivers) 14 ft. 6 inches. 
TENDER. 
ON TWO FOUR-WHEELED TRUCKS, % 
Capacity of tank . : : ‘ : : 1800 gallons. 
WEIGHT OF ENGINE IN WORKING ORDER. 
On drivers : : ! : . 62,000 pounds. 
On leading wheels . : ; : : ; (o}(0,0,0) 
Total weight of engine, about : : =. 17 NOOOM tas 
LOAD. 
IN ADDITION TO ENGINE AND TENDER. 
On a level . : : A ‘ : : 1500 gross tons. 
“20 ft; grade : 5 : : : < OOhmes . 
6 40 66 , ; : ; : , 445 ce 66 
“60 ss < . ; =. 13 207ene si 
ity 80 «6 , E ‘ : d é 245 9 iis 


66 100 os : ‘ y : ji 2 195 “cc oe 





BALDWIN LOCOMOTIVE WORKS. HH. 





DPV TS VON. PLT. 


FREIGHT OR PUSHING ENGINES.—“ MOGUL” PATTERN. 


CLASS a6 IB), 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 74. 


CYLINDERS. 
Diameter of cylinders . 5 3 : 5 2 lépinches: 
Length of stroke . . : : ’ s 22 or 24 inches. 


DRIVING-WHEELS. 


REAR AND FRONT PAIRS WITH FLANGED TIRES 5% INCHES WIDE. MAIN PAIR WITH PLAIN TIRES 
6 INCHES WIDE. 


Diameter of drivers. 4 : : : . 48 to 54 inches. 
TRUCK. 
ONE PAIR OF LEADING WHEELS, WITH SWING BOLSTER AND RADIUS-BAR, EQUALIZED WITH FRONT 
DRIVERS. 
Diameter of wheels : : : ; 30 inches. 


WHEEL-BASE. 


Total wheel-base : : é : : ; 22 ft::5 inches. 
Rigid “(distance between centres of rear and front drivers) 15 ft. 
TENDER. 
ON TWO FOUR-WHEELED TRUCKS. 
Capacity of tank . ; ; : : : 2000 gallons. 
WEIGHT OF ENGINE IN WORKING ORDER. 

On drivers : : : . 66,000 pounds. 
On leading wheels . : : ; : 50,0008" 1: 

Total weight of engine, about ft Oj}000 *" 

LOAD. 
IN ADDITION TO ENGINE AND TENDER. 

On a level . 5 : : : ; : 1600 gross tons. 
“20 ft. grade : . : : : ee TAOr bf 
6c 4O “ i , ; ‘ 4 - 470 6 “ce 
“66 e é , ie Usdo.~“ ss 
SO ‘ ; : : 2600). . 


2100 ; : Z2OR se 





78 ILLUSTRATED CATALOGUE. 








ADD Eo Nebee 


oo 





ANTHRACITE COAL BURNERS. 


For anthracite coal, a long and shallow fire-box is constructed, and the 
back driving-wheels are placed at the same distance from the main pair as the 
latter are from the front drivers. This reduces the rigid wheel-base to some 
extent, but retains the same weight on drivers. 


CURVING. 


The leading wheels having a swing bolster, and the middle pair of drivers 
having no flanges, the engine is guided by the truck and the front drivers, and 


_is found to pass short curves without difficulty. 


TRACTIVE POWER. 


It will be seen that in engines of this pattern nearly all the weight of the 
machine is utilized for adhesion, only enough load being thrown on the leading 
wheels to steady the engine on the track. The tractive power of these engines 
is accordingly greater in comparison with their total weight than that of either 
the eight-wheeled C or the ten-wheeled D patterns, and they are, therefore, 
especially suited to working steep grades and hauling heavy loads at low speeds. 


STRAIGHT AND WAGON-TOP BOILERS. 


All the engines of this Division are built with wagon-top boilers or with 
straight boilers and two domes, as preferred. Where the latter form is made, 
the throttle-valve is placed in the forward dome. The wagon-top and straight 
boilers for the same class are so proportioned as to give equal steam space and 


the same number of flues in both forms of construction. 











80 





BALDWIN LOCOMOTIVE WORKS. 81 








Dai vers Te Nr Vy. 


FREIGHT OR PUSHING ENGINES.—* CONSOLIDATION” PATTERN. 


Git ss a,b, 


ILLUSTRATED BY PRINT ON PAGE 80. 


CYLINDERS. 
Diameter of cylinders . ‘ : : ; = 20unches: 
Length of stroke . ; ‘ : : : 24 inches. 


DRIVING-WHEELS. 


REAR AND SECOND PAIRS WITH FLANGED TIRES 534 INCHES WIDE, FRONT AND MAIN PAIRS WITH 
PLAIN TIRES 6 INCHES WIDE. 


Diameter of drivers . 3 : ; ; . 48 inches. 
TRUCK. 
ONE PAIR OF LEADING WHEELS, WITH SWING BOLSTER AND RADIUS-BAR, EQUALIZED WITH FRONT 
DRIVERS, 
Diameter of wheels ; : E ; t 30 inches, 


WHEEL-BASE. 


Total wheel-base f : : ; : .. e2t. ft. tO1nches: 
Rigid “(distance between rear and second pair of drivers) 9 ft. 10 inches. 
TENDER. 
: ON TWO FOUR-WHEELED TRUCKS. i 
Capacity of tank . ; 3 : : : 2400 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


On drivers ‘ : ‘ : 3 : . 87,000 pounds. 
On leading wheels 2 : : 9,000“ 
Total weight of engine, about i O0;0001 7) =: 
LOAD. 
IN ADDITION TO ENGINE AND TENDER. 
On a level : : ; . ‘ : . 2000 gross tons, 
Eee2Ont, orades =. : ce 3 ; : 990". * s 
“ 40 6 ; 4 ‘ : : ’ 635 7 “ 
“ 60 “ 460 ce 66° 
“ 80 66. 355 “ 6 
“100 S : : 5 : ; 5 ZO st on . 





82 ILLUSTRATED CATALOGUE. 


A Dab Nabe 


els 





GENERAL DESIGN. 


The plan of this engine admits of either straight or wagon-top boiler, and 
of the use, with the proper form of grate, of either anthracite or bituminous 
coal or of wood. 


WHEEL-BASE. 


The arrangement of the wheels is such as to permit the engine to traverse 
curves with nearly as much facility as an engine of the ordinary type with only 
four drivers. The leading wheels having a swing bolster, and the front and 
main drivers having no flanges, the engine is guided on the rails by the lead- 
ing wheels and by the flanges of the rear and second pairs of drivers. It is, 
therefore, impossible for the wheels to bind on the rails. Engines of this class 
are run around curves of 400 feet radius and less. 


TRACTIVE POWER. 


The distribution of the total weight of the engine gives about twenty-two 
thousand pounds for each pair of drivers,—a weight no greater than is carried 
on each pair of drivers of the larger sizes of ordinary eight-wheeled C engines. 
The single pair of leading wheels carries only nine thousand pounds. This 
arrangement renders available for adhesion a total weight of 87,000 pounds. 
One of these engines on a recent trial hauled one hundred and fifty gross tons 
of cars and load up a grade of one hundred and forty-five feet with sharp curves, 
and two hundred and sixty-eight gross tons of cars and load up a grade of one 
hundred and sixteen feet to the mile. The pressure in the first case was one 
hundred and ten pounds, and the speed six minutes to the mile; in the second 


case, the pressure was one hundred and twenty pounds, and the speed seven 
and one-half minutes to the mile. 


These engines are especially adapted to the working of steep gradients 
or where heavy loads are to be moved. 














BALDWIN LOCOMOTIVE WORKS. 85 





POV RS TON: Vv. 


SWITCHING ENGINES WITH SEPARATE TENDERS. 


CAS Sue -C. 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 84. 


CYLINDERS. 


Diameter of cylinders . : : i ‘ ; riches. 
Length of stroke : : ; ; : 16." 


DRIVING-WHEELS. 


Diameter of drivers ; : : ; : . 36 inches. 
Distance between centres . : ; : i 6 feet. 


TENDER. 


ON FOUR WHEELS, 30 INCHES IN DIAMETER. 


Capacity of tank 3 ‘ ‘ A : . 750 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


Total weight of engine, about , : ‘ ‘ 22,000 pounds. 


LOAD, 


IN ADDITION TO ENGINE AND TENDER. 


On a level ; ‘ : : 5 ; . 530 gross tons, 
“Wott etade) -. i ; ; : : 245.“ e 
“AO SECs : : ; : : eC Gens. - 
“60 rs ‘ ; ; , ‘ 3 Ero —* f 
‘80 oe ; : 4 : : eos) of 
“SOO % : : : ; : ZO. = : 

10 








86 ILLUSTRATED CATALOGUE. 


DIV Stein? 


SWITCHING ENGINES WITH SEPARATE TENDERS. 


CAVAS Sie 


GENERAL DESIGN ILLUSTRATED BY PRINT ‘ON PAGE 84. 


CYLINDERS. 


Diameter of cylinders . : : : : . 1 .inches. 
Length of stroke : : : ; y ity 


DRIVING-WHEELS. 


Diameter of drivers : ‘ E : ; . 36 inches. 
Distance between centres. E ; : 3 6 feet. 


TENDER. 
ON FOUR WHEELS, 30 INCHES IN DIAMETER 


Capacity of tank : : : : : S75 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


Total weight of engine, about : : : ; 34,000 pounds. 


LOAD. 


IN ADDITION TO ENGINE AND TENDER. 


On a level . . . Se : i . 825 gross tons. 
ic 20 tt, grades’ et® Weer : R ; 385 « 
“40 ee . . oa s P S25 Orns “ 
“E60 a 5 : ‘ : : : 180m « 

2 180 boss : : ; : 5 =) 1400s < 


“ 100 sf ; P j j : : TON es 














83 





BALDWIN LOCOMOTIVE WORKS. 89 


DIVISION V. 


SWITCHING ENGINES WITH SEPARATE TENDERS. 


CLAS S12: C: 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 88. 


CYLINDERS. 


Diameter of cylinders ‘ : : : . =k2tinches. 
Length of stroke ; : : : ; 225 nen 


DRIVING-WHEELS. 


Diameter of drivers : : : ‘ . 44 inches. 
D‘stance between centres A : : ; 7atect: 


TENDER. 
ON FOUR, SIX, OR EIGHT WHEELS, 30 INCHES IN DIAMETER. 


Capacity oftank . ? ; . : . g0O to 1400 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


Total weight of engine, about : z : 38,000 pounds. 


LOAD. 


IN ADDITION TO ENGINE AND TENDER. 


On a level . : ; : : : . 925 gross tons. 
-) 20 1t, grade : 3 : : a 435. °° . 
‘40 i ; : : ‘ : eu250e- i 
“ 6 5 : : : : ‘ 200). 
oO « : : : : : seeks 


“ce 100 “cs . E q : : 125 “ce 6e 





eres ec ener tt SAS RAS EES AA 














go ILLUSTRATED CATALOGUE. 





DVL Sels@r IN? 


SWITCHING ENGINES WITH SEPARATE TENDERS. 


CLASSI © 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 88. 


CYLINDERS. 


Diameter of cylinders : : : : . 14 inches. 
Length of stroke : ‘ é : : 22 tea 


DRIVING-WHEELS. 


Diameter of drivers é : : ; . 48 inches. 
Distance between centres ; : : : 7 feet. 


TENDER. 
ON FOUR, SIX, OR EIGHT WHEELS, 30 INCHES IN DIAMETER. 


Capacity of tank . : : : ; . 900 to 1400 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


Total weight of engine, about . ; : ‘ 42,000 pounds. 


LOAD. 


IN ADDITION TO ENGINE AND TENDER. 


On a level. : ‘ ; : ; . 1020 gross tons. 
“20 ft. grade ‘ ; : ; . 480.5, a 
“40 ye ; : : : : Em BOS 8 i‘ 
=~60 ss : : : : : DOG tk i 
= 80 ‘ 4 é : : é 4 fo S ss 


“ 100 " ‘ : ‘ ‘ : 135 





BALDWIN LOCOMOTIVE WORKS. gt 





Be Seu 


SWITCHING ENGINES WITH SEPARATE TENDERS. 


CO AS18720. 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 88. 


CYLINDERS. 


Diameter of cylinders . 5 : : ; » 15 inches: 
Length of stroke. : : : : ; 20 Fm 


DRIVING-WHEELS. 


Diameter of drivers : : ‘ : , . 48 to 54 inches. 
Distance between centres. ‘ ; : : 7 feet: 


TENDER. 
ON EIGHT WHEELS, 30 INCHES IN DIAMETER. 


Capacity of tank : : : : ; . 1600 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


Total weight of engine, about . : . : 49,000 pounds. 


LOAD. 


IN ADDITION TO ENGINE AND TENDER. 


On a level : : : : 2 : . 1200 gross tons, 
SS E2orit Chade ee, : 3 : : ; 560 “ is 
é6 40 66 i a , ; ‘ iF 360 ee 6 
“566 7 : ; : : : 260 “ ‘ 
: aKGO ; : ; ; ; Pecos ie 


“ 100 s . : ‘ : : , 160 “ “s 








g2 ILLUSTRATED CATALOGUE. 





DT VES@ Nave 


SWITCHING ENGINES WITH SEPARATE TENDERS. 


CL AS S21974€ 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 88. 


CYLINDERS. 


Diameter of cylinders . ; : 4 ; . 16 inches. 
Length of stroke. : : : : : 22. os 


DRIVING-WHEELS. 


Diameter of drivers : ; : ‘ : .. 48 to 54 inches. 


WHEEL-BASE. 


Total wheel-base_ . : : 3 : : 7 ft. © inches. 
Rigid : a : : s > 7 it; Oumelhes: 


TENDER. 


ON EIGHT WHEELS, 30 INCHES IN DIAMETER. 


Capacity oftank . 3 : 3 : : 1600 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


Total weight of engine, about . : : : . 56,000 pounds. 


LOAD. 


' IN ADDITION TO ENGINE AND TENDER. 


On a level : : : : ; ; . 1360 gross tons. 
"20 ft, craden i . ; 640 “ “ 
Ao penne : ; : : : Aon ts «“ 
ef 60 : . : . : i 300 ““ “ 
«80 STE he ; : ; , ; = oom “ 


““ 100 ns : : : : ; : WOO. “f= ate 











94 





BALDWIN LOCOMOTIVE WORKS. 95 


SONY, 


SWITCHING ENGINES WITH SEPARATE TENDERS. 


Cis Seni. C. 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 04. 


CYLINDERS. 
Diameter of cylinders : E ne : . II inches. 
~Length of stroke . : : : : 160 
DRIVING-WHEELS. 
Diameter of drivers. ; Regs ; . . 36 inches. 
TRUCK. 


TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR, 


Diameter of wheels : F : oe : 24 inches. 


-WHEEL-BASE. 





Total wheel-base i ; ; : : . Li -ft.:3,inehes. 
Rigid : : 4 : : 4 ft. 8 inches. 
TENDER. 
ON FOUR WHEELS, 30 INCHES IN DIAMETER. 
Capacity of tank . : : : : 750 gallons. 
WEIGHT OF ENGINE IN WORKING ORDER. 
On drivers . ; ; : : . . 30,000 pounds. 
Ontruck . : : 3 2 ; : 5,000" > 
Total weight of engine, about . : » 435,000.“ 
LOAD. 
IN ADDITION TO ENGINE AND TENDER, 
On a level : ‘ : ; : . 725 gross tons. 
yout. cradecs: i ‘ ; : A Bag. * 
“ 40 “ce ae , : , 2 a 2 I 5 “ce ae 
“ 60 “ ; x : f A : I 55 “ “ 
“2580 = ; : 4 : : pee ZO! ‘ 


100 2 . : : : : : 95 “ 








ILLUSTRATED CATALOGUE. 











CLASS* 47-€@ 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE Q4. 


CYLINDERS. 


Diameter of cylinders 
Length of stroke 


DRIVING-WHEELS. 


Diameter of drivers 


TRUCK. 


DIVISION 7 


SWITCHING ENGINES WITH SEPARATE TENDERS. 





14 inches, 
22 “cc 


48 inches. 


TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR. 


Diameter of wheels 


WHEEL-BASE. 


Total wheel-base 
Rigid a 


TENDER. 


24 inches. 


13 ft. 8% inches. 
6 ft. 6 inches. 


ON FOUR WHEELS,*OR TWO FOUR-WHEELED TRUCKS. 


Capacity of tank 


1200 to 1600 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


On drivers 
On truck 


Total weight of engine, about 


LOAD. 
IN ADDITION TO ENGINE AND TENDER. 
On a level 
“20 ft. grade 
“40 «“ 
66 60 oe 
6 80 66 


100 





38,000 pounds. 
(Gyo) 





oe 


44,000 


865 gross tons. 
400 
255m a A 
itso). “ 
140 
110 












BALDWIN LOCOMOTIVE WORKS. 


97 





PrN ES TON, V. 


SWITCHING ENGINES WITH SEPARATE TENDERS. 


Cis S127 -C. 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE Q4. 


CYLINDERS. 


Diameter of cylinders 


Length of stroke 


DRIVING-WHEELS. 


Diameter of drivers 


TRUCK. 


TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR. 


Diameter of wheels 


Total wheel-base 


Rigid 


Capacity of tank 


“cc 


On drivers 


On truck 


On a level 
20 ft. grade . 


“ce 


“ce 


40 
60 
80 

100 


WHEEL-BASE. 


(distance between driving-wheel centres) 


TENDER, 


ON TWO FOUR-WHEELED TRUCKS. 


15 inches. 


22 


48 to 54 inches, 


24 inches. 


7 ity 


1600 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


6s 


“ 


6c 


“ 


Total weight of engine, about 


LOAD. 


IN ADDITION TO ENGINE AND TENDER. 


XN 


44,000 pounds. 
6,000 


50,000 


1060 gross tons. 


495 
315 
230 
170 
135 


“cc 


“ce 


“ce 








14 ft. 9 inches. 











100 


Es ere ll | 

















BALDWIN LOCOMOTIVE WORKS. 101i 





DIVISION. V. 


SWITCHING ENGINES WITH SEPARATE TENDERS. 


CG ie AS:S-121- D.- 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE I00. 


CYLINDERS. 


Diameter of cylinders . : : , ‘ . 15 inches. 
Length of stroke . ; : : ‘ ; 22 


DRIVING-~WHEELS. 


Diameter of drivers. 3 5 : : . 44 inches. 


WHEEL-BASE. 


Total wheel-base . 3 ; : 3 ‘ 9 ft. 9 inches. 
Rigid te : , ‘ : : . 9g ft. g inches. 


TENDER. 
ON TWO FOUR-WHEELED TRUCKS. 


Capacity of tank . ‘ : : : : 1600 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


Total weight of engine, about . , 5 2 . 52,000 pounds. 


LOAD. 


IN ADDITION TO ENGINE AND TENDER. 


On a level : ‘ 5 : ; : . 1260 gross tons. 
“ 20 ft erade . ; : ; ; : 590“ 
“se 40 6h x : : . e “ 375 66 ce 
60 2 d ; ‘ 3 : : DIO =) i 
ieyoO : i ; ‘ : Be 2LO. ; 


“100 S : 3 ; 5 2 ; 165. “* s 

















102 ILLUSTRATED CATALOGUE. 





DIV PSi@iNer 


SWITCHING ENGINES WITH SEPARATE TENDERS. 


CLASS 271 DB: 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE IOO. 


CYLINDERS. 


Diameter of cylinders . : : : : . 16 inches. 


Length of stroke . : : 3 : 5 22 or 24 inches. 


DRIVING-WHEELS. 


Diameter of drivers. } : t : . 44 to 48 inches. 


WHEEL-BASE. 


Total wheel-base bi : ; ; : . 10 feet. 
Rigid = é ‘ . ‘ : : ey 


TENDER. 


ON TWO FOUR-WHEELED TRUCKS. 


Capacity of tank . ‘ : ; : ; 1600 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


Total weight of engine, about : : : . 60,000 pounds. 
LOAD. 
IN ADDITION TO ENGINE AND TENDER. 

On a level : : . : : : . 1460 gross tons. 
“ 20 ft. grade . : : : ; . OS ihaied is 
AAO a : . 5 : ' sareAAO! AS a 
60 ; ‘ P ; : : 320eey “ 
£5780 s : : ‘ : ‘ e245 os as 


“ 100 w j : : : 200s ss 








eee 





BALDWIN LOCOMOTIVE WORKS. 103 





Dinars FON? YX. 


SWITCHING ENGINES WITH SEPARATE TENDERS. 


CLASS 25% D. 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE IOO. 


Diameter of cylinders 
Length of stroke 


Diameter of drivers 


Total wheel-base 
Rigid & 


Capacity of tank 


CYLINDERS. 


17 inches. 


22 or 24 inches. 


DRIVING-WHEELS. 


48 inches. 


WHEEL-BASE. 


10 feet. 
IO 


TENDER. 
ON TWO FOUR-WHEELED TRUCKS. 


1800 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


Total weight of engine, about : : : . 66,000 pounds. 


On a level 
“ 20 ft. grade 
6 40 “ 
66 60 it 9 
“oe 80 ce 
cs 100 


LOAD. 
IN ADDITION TO ENGINE AND TENDER. 


. 1600 gross tons. 


Vea ei 
485 “ 
350R es 
270 
215 


cc oe 

















106 





BALDWIN LOCOMOTIVE WORKS. 107 








DIVISION VL. 


TANK SWITCHING ENGINES. 


CLEA S38 ©. 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 106. 


CYLINDERS. 


Diameter of cylinders . : ; ane > ).Oninches: 
Length of stroke . : ; é : 3 16S 


DRIVING-WHEELS. 


Diameter of drivers. f . ; ; . 36 inches. 


WHEEL-BASE. 


Total wheel-base : , ‘ : ; . 6 ft. 6 inches. 
Rigid es : ‘ ‘ ‘ : : 6 ft. 6 inches, 
TANK. 

Capacity ; : ; : : ‘ . 250 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


Total weight of engine, about : : : . 25,000 pounds. 
LOAD. 
IN ADDITION TO WEIGHT OF ENGINE, 
On a level ; 5 : ? ; ‘ . 565 gross tons, 
S20 tt orade = ; : : ; : 2057 « 
“Ac AO) sr : A ; : : Be 1708 is 
“cc 60 “ r I 25 3 iii 
‘6 80 66 TOO 66 “6 


‘6 I0O “6 f ; A 2 as " 80 iri 66 





108 ILLUSTRATED CATALOGUE. 








Di Vi sSTOIN| Var 


TANK SWITCHING ENGINES. 


CESS 105456 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE I06. 


CYLINDERS. 


Diameter of cylinders . ; é , 2 sineliess 
Length of stroke . : : : 160 


DRIVING-WHEELS. 





Diameter of drivers. : : : : . 36 inches. 


WHEEL-BASE. 


Total wheel-base ‘ : J , : . 6 ft. 6 inches. 

Rigid * : : ; 3 3 —e 6 ft. 6 inches. 
TANK. 

Capacity ¢ : : f : b . 400 gallons, 


WEIGHT OF ENGINE IN WORKING ORDER. 


Total weight of engine, about . ; : : . 38,000 pounds. 





LOAD. 


IN ADDITION TO WEIGHT OF ENGINE. 


Ontalevela- : ; : : : . 855 gross tons. 
«= 20 ft, grade; : : : ‘ : 405 “ ‘ 
lis AE Oe te? : : : . 265, Seema 
| “ 60 a : : : é ; : 105; am i 
% 2-80 a : ‘ : : : PTS Oss : 
2100 ai : ; ; : ; : 1207 ves : 


BALDWIN LOCOMOTIVE WORKS. 





109 





DIV rSsvo Ny VT. 


TANK SWITCHING ENGINES. 


GENERAL DESIGN ILLUSTRATED BY PRINT ON 


GircAS'S.12 -C. 


CYLINDERS. 


Diameter of cylinders . 


Length of stroke 


Diameter of drivers 


Total wheel-base 
Rigid oe 


Capacity 


DRIVING-WHEELS. 


WHEEL-BASE. 


TANK. 


PAGE 


106. 


12 inches. 
22 46 


44 inches. 


7 feck. 
7 6s 


500 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


Total weight of engine, about 


On a level 
* | 20nt grade 
“40 ‘ 
6c 60 cc 
ane & 
“ 100 =i 


LOAD. 


IN ADDITION TO WEIGHT OF ENGINE. 


43,000 pounds. 


960 gross tons. 


2S 
ZO ae 
2Mine S SS 
170 “ y 
135% 








Ilo ILLUSTRATED CATALOGUE. 


DIVISTON = ar 


TANK SWITCHING ENGINES. 


CUANS Sra 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 106. 


CYLINDERS. 


Diameter of cylinders. : : : : . 14 inches. 
Length of stroke. = : eas : 2D ame 


DRIVING-WHEELS. 


Diameter of drivers i : j : 3 . 48 inches 


WHEEL-BASE. 


Total wheel-base_. ; : ; : 3 Tieetne 


Rigid e : : ‘ : 5 e/a 
* TANK. 
Capacity 600 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


Total weight of engine, about . 2 : : . 49,000 pounds. 


LOAD. 


IN ADDITION TO WEIGHT OF ENGINE. 


On a level 1100 gross tons. 
ie e2OHeorade : ‘ : ; ‘ 525 Canc 
= 40 : : ; : : -. 340) (aaa 
= 60 . : : : : ‘ : 2500 "Sama 
30 i : . : : : > 105>" Sn 
“100 s : , E 7 s ; 155 ones 





BALDWIN LOCOMOTIVE WORKS. III 





DIVISION VI. 


TANK SWITCHING ENGINES. 


CAA S'S 1847 6C. 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE I06, 


CYLINDERS. 


Diameter of cylinders . : : : . 15 inches, 
Length of stroke . : : : i . Bae" Ms 


DRIVING-WHEELS. 


Diameter of drivers. ; s : : . 48 inches. 


WHEEL-BASE. 


Total wheel-base . : ‘ ; : : 7 feet 

Rigid ae ; 2 : ; a 7 “ 
TANK. 

Capacity . ; : : : : : 700 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 





Total weight of engine, about : pee tt . 56,000 pounds. 
LOAD. 
IN ADDITION TO WEIGHT OF ENGINE. 
On a level : ; : : ; : . 1230gross tons. | 
< 2oft-erade. ; : : : é 585 “ : 
eA © ie ee ce: ‘ : : ; : 250. = 
“ 480 : . : ‘ ; : ‘ 280 “ i: 
7 oO ; ; : , : SOG < 


= 100 ss : fe : : : ; L7G rg “ 














Ancol 


‘wien 





+ . . 





th 
ohh 











BALDWIN LOCOMOTIVE WORKS. I15 





DIVISION? VI. 


TANK SWITCHING ENGINES. 


Ga ASS. 102. C;. 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE II4. 


CYLINDERS. 
Diameter of cylinders . : : : : + ‘Linuneles: 
Length of stroke . : : : : Tors = 


DRIVING-WHEELS. 


Diameter of drivers. ; : : : . 36inches. 
TRUCK. 
‘TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR. 
Diameter of wheels : : ; : ¢ 24 inches. 


WHEEL-BASE. 


Total wheel-base : ‘ i : ; - EY dteaunches: 

Rigid : : é : : : 4 ft. 8 inches. 
TANK. 

Capacity : ; 2 : : . . 400 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


On drivers . 5 : ; : : : 35,000 pounds. 
On truck : ¢ 5 : a : 0 5,000" 
Total weight of engine, about ; ; 40,000 “ 
LOAD. 
IN ADDITION TO WEIGHT OF ENGINE. 

On a level ; ‘ k ; : 3 - 785 gross tons. 
“S20 ft, srade : : 5 5 : : 2708 - 
“TAO - 5 ‘ ‘ : ; eso cs 

{5560 . : ; : ; : : Te Salis z 
RRB Oe nats : ; : Merge  C “ 


x 


100 sy : ; , , § A io |“ ie 








116 ILLUSTRATED CATALOGUE. 


DIV TS1O °F ae 


TANK SWITCHING ENGINES. 


CLASSI we 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE IT4. 


CYLINDERS. 
Diameter of cylinders . : 3 s : =) 4eineles: 
Length of stroke . 3 ; 3 : ‘ 2a 


DRIVING-WHEELS. 


Diameter of drivers. : : . : . 48 inches. 
TRUCK. 
TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR. 
Diameter of wheels : ; : ‘ ; 24 inches. 


WHEEL-BASE. 





Total wheel-base ; ; : : : . 13 ft. 8% inches. 
Rigid is : ; : : : s 6 ft. 6 inches. 
TANK. 
Capacity : 5, Mc iaes : 4 “ . 600 gallons. 
WEIGHT OF ENGINE IN WORKING ORDER. 
On drivers . : : : : : ‘ 44,000 pounds. 
On truck : ; : A : : > | O.OCONmne 
Total weight of engine, about é : 50,000) aaa 
| LOAD. 
| IN ADDITION TO WEIGHT OF ENGINE. u 
On a level : . : : : : . 980 gross tons. 
< 20 tt; grade =. : : : AOS ie e 
66 40 66 300 “ “c 
*) 60 rs : ‘ . 2 220i it 
280 s : : : 5 : 17Oon we 
“6 100 66 i140 oe oé 


BALDWIN LOCOMOTIVE WORKS. Gs 117 





Dit SLO NS i 


TANK SWITCHING ENGINES. 


CHAS Swi572 uC. 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE II4. 


CYLINDERS. 
Diameter of cylinders . : : . 15 inches, 
Length of stroke . ‘ : PES 
DRIVING-WHEELS. 
Diameter of drivers. | : : : é . 48 to 54 inches. 
TRUCK. 
TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR. 
Diameter of wheels : : ; : 5 24 inches. 


WHEEL-BASE. 


Total wheel-base . : : : . 14 ft. 7% inches. 
Rigid : : : ‘ . ; : Take. 

TANK. 
Capacity : : : : : a . 700 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


On drivers . : : : : : 50,000 pounds. 
On truck ; = : : i ! . 6000 “ 
Total weight of engine, about ; : 56,000“ 
LOAD. 
IN ADDITION TO WEIGHT OF ENGINE, 
On a level ‘ : : : . : . I120 gross tons, 
9.20 {taorades = ; : : : : Bagr as 
66 40 6c 5 : 3 : . ’ 345 66 66 
“ 60 “ ; : , t 255 “s 6 
~= 80 . ; : ; : Sg SOBA ss t 


“ 100 ss : p : s : is 160) 16 




















= = 3 ci - . 
ot; . : ; , 
: - + 
, ‘) 
oe 
-.* « 
; a 
\ ’ 
o i _ 3 
5 ; 
' y i 14 i 
i re - 
: hae , : 














BALDWIN LOCOMOTIVE WORKS. {21 





DY TS LON ee ViL 


TANK SWITCHING ENGINES. 


Cre S'S:.21 DB. 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 120. 


CYLINDERS. 


Diameter of cylinders : ‘ : : ; IS inches. 
Length of stroke . : ‘ : : : 220s 


DRIVING-WHEELS. 


Diameter of drivers. : : , , '. 44 inches. 
..- 
Total wheel-base . : : 3 : 3 9 ft. g inches, 
Rigid : : : : i : . 9 ft. 9 inches. 
TANK. 
Capacity . : ; : : ; : 750 gallons, 


WEIGHT OF ENGINE IN WORKING ORDER. 


Total weight of engine, about . : : é . 60,000 pounds. 


LOAD, 


IN ADDITION TO WEIGHT OF ENGINE. 


On-alevel) ~ . : : : : : . 1375 gross tons. 
“" 20st, oradeu. 3 : ‘ : ; 650° * ¢ 
“SaAO os : ‘ : : é Mea 20 * 

‘Ss 160) * : ; : : : ‘ 310. % 
‘S280 5 ; : ‘ : : ee ee4o SS s 
5 aLOO * ; ; : ,, : ; 195° | * i. 


13 








122 ILLUSTRATED CATALOGUE. 





DIV IESTON = Ver 


TANK SWITCHING ENGINES. 


CLASS 27%) 0D: 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 120. 


CYLINDERS. 


Diameter of cylinders : : : 3 . 16 inches. 
Length of stroke : : : ; : 22 eas 


DRIVING-WHEELS. 


Diameter of drivers : ; ; : 3 . 44 to 48 inches. 


WHEEL-BASE. 


Total wheel-base . : : ; : : 10 feet. 

Rigid  “ . Io “ 
TANK. 

Capacity! : ; : : f : 900 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


Total weight of engine, about ; : : . 66,000 pounds. 
LOAD. 
IN ADDITION TO WEIGHT OF ENGINE, 
On a level : : , ; : : . 1470 gross tons. 
< 20 tt. grade. ‘ ‘ ; ; : 700: eae 
oe 40 “cc - r . " f X 455 6 66 
oe 60 66 i i . - 335 6 66 
“380 s : : . . : 3. |. 200) 15 aaa 


“100 : i i : i : DO) ss 








ois i 
A Ly a ; 


BALDWIN LOCOMOTIVE WORKS. 125 





DIV TStLON DY TL. 


NARROW-GAUGE PASSENGER AND FREIGHT LOCOMOTIVES, 


CikSs’ 8” -C. 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 124. 


CYLINDERS. 
Diameter of cylinders ; : ; ‘ . Q inches. 
Length of stroke : ; : ‘ ‘ LO: 
DRIVING-WHEELS. 
Diameter of drivers ; ; § : . 36 to 40 inches. 
TRUCK. 
TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR. 
Diameter of wheels , 5 ‘ : 5 24 inches. 


WHEEL-BASE. 





Total wheel-base : : : bs . . It ft. 11% inches. 
Rigid . : é : : : ; 6 ft. 3 inches. 
TENDER. 
ON FOUR OR SIX WHEELS. 
Capacity of tank : fr : : : . 500 gallons. 
WEIGHT OF ENGINE IN WORKING ORDER. 

On drivers : ; : : : : 20,000 pounds, 
On truck ; : 5 : é F & ~£5;000% 

Total weight of engine, about ; 25;000° =“ 

LOAD. 
IN ADDITION TO ENGINE AND TENDER. 

Ona level ; : : s : . 480 gross tons. 
io 2Olit. crade™, : ; : : : 220n1, a 
4@ ee : : ; ; . pa TAO 2 
etOOr: | Paste : A : : ; og; 
“cc 80 cs : - Es , A 75 66 cs 
6 190 ce Hf 3 A 60 6 6h 


Engines of this class can be adapted to a gauge of 3 feet or upward. 








126 ILLUSTRATED CATALOGUE. 





DIV 1 s1O Ne WwaGe 


NARROW-GAUGE PASSENGER AND FREIGHT LOCOMOTIVES. 


CEASS*%o2.6. 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 124. 


CYLINDERS. 
Diameter of cylinders . ; : : : . 10 inches. 
Length of stroke : ; : : : LOmemiis 
DRIVING-WHEELS. 
Diameter of drivers. cht eee : ; . 36 to 40 inches. 
TRUCK. 


TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR. 


Diameter of wheels : : ; : i 24 inches. 


WHEEL-BASE. ; 
Total wheel-base . Cee ; : . 12ft.4¥% inches. 





Rigid ef : : : : : : 6 ft.6 inches. 
TENDER. 
ON FOUR OR SIX WHEELS. 
Capacity of tank , ‘ : : : . 600 gallons. 
WEIGHT OF ENGINE IN WORKING ORDER. 

On drivers 4 : : : ‘ : 25,000 pounds. 
On pony truck . : : 5 ; : 15000 = aan 

Total weight of engine, about ; ‘ 30,000 mame 

LOAD. B 
IN ADDITION TO ENGINE AND TENDER. 

On a level : : : j : : . 605 gross tons. 
“Jot otades : : . : ; 235naee 
‘40 $s ; : ; : : ETS. ey ie 
460 ; : : : . : 12a % 
80 3 , ‘ : . e OG A ss a 
66 IoO 6“ P : S i a i 75 “cc “ 


Engines of this class can be adapted to a gauge of 3 feet or upward. 

















BALDWIN LOCOMOTIVE WORKS. . 129 








WrvyISION VIII. 


NARROW-GAUGE FREIGHT LOCOMOTIVES. 


GI-4SS 2D. 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 128. 


CYLINDERS. 
Diameter of cylinders . : ; : : . II inches. 
Length of stroke : ‘ : ; ; 2 NOy ace 
DRIVING-WHEELS. 
Diameter of drivers : : : j : LomeG inches: 
TRUCK. 
TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR. 
Diameter of wheels : ‘ : : : 24 inches. 
WHEEL-BASE. 5 
Total wheel-base 5 : : i ‘ > > 14 ft. 3 inches, 
Rigid s : : : ; : 3 8 ft. 7 inches. 
TENDER. 
ON FOUR OR SIX WHEELS. 
Capacity of tank : 3 : : : . 750 gallons. 
WEIGHT OF ENGINE IN WORKING ORDER. 
On drivers. i : : ; : : 31,000 pounds. 
On truck 3 ; : : ‘ : Bn AOOO) is 
Total weight of engine, about : : 2000s ts 
LOAD. 
IN ADDITION TO ENGINE AND TENDER. 

On a level ; : : : : , . 730 gross tons, 
= 220 ft-orade ; : ‘ ; ; : BOM cy es 
AO ss : : 3 : ; ; SD 2OmINS * aa 
7 LOO 2 : : Bn Ab : : 1009 Stee 
580 nf ; ; : . : . fy, Ne ea 
3100 ¥ : ‘ ; $ : : LOOK 2c 


Engines of this class can be adapted to a gauge of 3 feet or upward. 


130 ILLUSTRATED CATALOGUE. 








DIV TSi@aN=s) ene 


NARROW-GAUGE FREIGHT LOCOMOTIVES. 


C12 Si Saw: 


GENERAL DESIGN ILLUSTRATED BY PRINT ON PAGE 128. 


CYLINDERS. 
Diameter of cylinders 


Length of stroke 


DRIVING-WHEELS. 
Diameter of drivers 


TRUCK. 


TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR. 


Diameter of wheels . 


WHEEL-BASE. 
Total wheel-base 


Rigid  “ 
TENDER. 


ON FOUR OR SIX WHEELS. 


Capacity of tank 


12 inches. - 
16 79 


36 to 40 inches. 


24 inches. 


15 ft. 4 inches. 
9 ft. 4 inches. 


900 gallons. 


WEIGHT OF ENGINE IN WORKING ORDER. 


On drivers 
On truck 


Total weight of engine, about 


LOAD. 
IN ADDITION TO ENGINE AND TENDER. 
On a level 
“2 20 ft.crade 
“40 « 
66 60 ce 
ce 8o 6 
100 a 


36,000 pounds. 


4,000 te 


AO;OOOmmne 


870 gross tons. 


405 
255s = 
msg ~ 
14O & s 
io © - 


Engines of this class can be adapted to a gauge of 3 feet or upward. 


- 





GENERAL SPECIFICATION: 


——oe<>-e—— — 


Tue following general specification of an ordinary freight or passenger loco- 
motive is given to show principal features of construction. 


BOILER. 


Of the best Pennsylvania cold-blast charcoal iron, three-eighths inch thick, or 
of best homogeneous cast-steel, five-sixteenths inch thick; all horizontal seams 
and junction of waist and fire-box double-riveted. Boiler well and thoroughly 
stayed in all its parts, provided with cleaning holes, etc. Extra welt-pieces 
riveted to inside of side-sheets, providing double thickness of metal for studs 
of expansion braces. Iron sheets three-eighths inch thick riveted with three- 
fourths inch rivets, placed two inches from centre to centre. Steel sheets five- 
sixteenths inch thick riveted with five-cighths inch rivets, placed one and seven- 
eighths inches from centre to centre. 

Waist made straight, with two domes, steam being taken from the forward 
dome; or with wagon-top and one dome. 

Fiues of iron, lap-welded, with copper ferrules on fire-box ends; or of 
seamless drawn copper or brass. 

Fire-Box of best homogeneous cast-steel ; side- and back-sheets five-sixteenths 
inch thick; crown-sheet three-eighths inch thick ; flue-sheet one-half inch thick. 
Water space three inches sides and back, four inches front. Stay bolts seven- 
eighths inch diameter, screwed and riveted to sheets, and not over four and one- 
half inches from centre to centre. Crown bars made of two pieces of wrought- 
iron four and one-half inches by five-eighths inch, set one and one-half inches 
above crown, bearing on side-sheets, placed not over four and one-half inches 
from centre to centre, and secured by bolts fitted to taper hole in crown-sheet, 
with head on under side of bolt, and nut on top bearing on crown bars. Crown 
stayed by braces to dome and outside shell of boiler. Fire-door opening formed 
by flanging and riveting together the inner and outer sheets. Blow-off cock 
in back or side of furnace operated from the footboard. 

Grates of cast-iron, plain or rocking, for wood and soft coal; and of water 
tubes, for hard coal. 

ASH-PAN, with double dampers, operated from the footboard, for wood and soft 
coal; and with hopper with slide in bottom, for hard coal. 

SMOKE-STACK of approved pattern suitable for the fuel. 


Gren) 





132 ILLUSTRATED CATALOGUE. 





CYLINDERS. 


Placed horizontally; each cylinder cast in one piece with half-saddle; right 
and left hand cylinders reversible and interchangeable ; accurately planed, fitted 
and bolted together in the most approved manner. Oil valves to cylinders 
placed in cab and connected to steam-chests by pipes running under jacket. 
Pipes proved to two hundred pounds pressure. 


PISTONS. 


Heads and followers of cast-iron, fitted with two brass rings babbited. Piston- 
rods of cold-rolled iron, fitted and keyed to pistons and crossheads. 


GUIDES. 


Of steel, or iron case-hardened, fitted to guide-yoke extending across, or 
secured to boiler and frames. 


VALVE MOTION. 


Most approved shifting link motion, graduated to cut off equally at all 
points of the stroke. Links made of the best hammered iron well case-hard- 
ened. Sliding block four and one-half inches long, with flanges seven inches 
long. Rock shafts of wrought-iron. Reverse shaft of wrought-iron, made with 
arms forged on. 


THROTTLE-VALVE. 


Balanced poppet throttle-valve of cast-iron, with double seats in vertical arm 
of dry-pipe. 


DRIVING-WHEELS. 


CenTRES of cast-iron, with hollow spokes’and rims. 

Tires of cast-steel, shrunk on wheel-centres. Flanged tires five and one-half 
inches wide and two and three-eighths inches thick when finished. Plain tires 
six inches wide and two and three-eighths inches thick when finished. 

Ax es of hammered iron. 

Wrist-pins of cast-steel, or iron case-hardened. Sprines of best quality of - 
cast-steel. 

Connectinc-Rops of best hammered iron, furnished with all necessary straps, 
keys, and brasses, well fitted and finished. Eouatizine Beams of most approved 
arrangement, with steel bearings. Driving-boxes of cast-iron with brass bear- 
ings babbited. 








BALDWIN LOCOMOTIVE WORKS. 133 


FRAMES. 


Of hammered iron, forged solid, or with pedestals separate and bolted and 
keyed to place. Pedestals cased with cast-iron gibs and wedges to prevent wear 
by boxes. Braces bolted between pedestals, or welded in. 


FEED WATER. 


Supplied by one injector and one pump, or two brass pumps, with valves and 
cages of best hard metal accurately fitted. Plunger of hollow iron. Cock in 
feed-pipe regulated from footboard. 


ENGINE TRUCK. 


SouareE wrought-iron frame, with centre-bearing swing bolster. 
WHEELS of best spoke or plate pattern. 

Ax es of best hammered iron, with inside journals. 

SprinGs of cast-steel, connected by equalizing beams. 


HOUSE. 


Of good pattern, substantially built of hard wood, fitted together with joint- 
bolts. Roof finished to carlines in strips of ash and walnut. Backboards with 
windows to raise and lower. 


PILOT. 
Of wood or iron. 


FURNITURE. 


Engine furnished with sand-box, alarm and signal bells, whistle, two safety- 
valves, steam and water gauges, heater and gauge cocks, oil-cans, etc. Also 
a complete set of tools, consisting of two jack-screws, pinch-bar, monkey, pack- 
ing, and flat wrenches, hammer, chisels, etc. 


FINISH. 


Cylinders lagged with wood and cased with brass, or iron painted. Heads of 
cast-iron polished, or of cast-brass. 

Steam-chests with cast-iron tops; bodies cased with brass, or iron painted. 

Domes lagged with wood, with brass or iron casing on bodies, and cast-iron 
top and bottom rings. 

Boiler lagged with wood and jacketed with Russia iron secured by brass 
bands polished. 





ee 





134 ILLUSTRATED CATALOGUE. 


GENERAL FEATURES OF CONSTRUCTION. 


All principal parts of engine accurately fitted to gauges and thoroughly inter- 
changeable. All movable bolts and nuts and all wearing surfaces made of steel 
or iron case-hardened. All wearing brasses made of ingot copper and tin, 
alloyed in the proportion of seven parts of the former to one of the latter. All 
bolts and threads to U. S. standard. 


TENDER. 


On two four-wheeled trucks. Wheels of best plate pattern, thirty inches 
in diameter. Truck frames of square wrought-iron with equalizers between 
springs, or of bar-iron with wooden bolsters. Axles of best hammered iron. 
Oil-tight boxes with brass bearings. Tank put together with angle iron cor- 
ners and strongly braced. Top and bottom plates of No. 6 iron; side plates 
of No. 8 iron. Tender frame of wood or iron. 


PAINTING. 


Engine and tender to be well painted and varnished. 














THE GETTY CENTER 
LIBRARY 
























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